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FOREWORD

This wiring diagram has been prepared to provide informationon the electrical system of the 1993 TOYOTA MR2.

Applicable models: SW20, 21 Series

For service specifications and repair procedures of the abovemodels other than those listed in this manual, refer to thefollowing manuals;

Manual Name Pub. No.

1993 MR2 Repair ManualVolume 1Volume 2

1993 MR2 New Car FeaturesSupplement

RM285U1RM285U2

NCF083U

All information in this manual is based on the latest productinformation at the time of publication. However, specificationsand procedures are subject to change without notice.

TOYOTA MOTOR CORPORATION

Servicing vehicles with an SRS AIRBAG (referred to as the airbag in theremainder of this manual) installed.When handling airbag components (removal, installation or inspection, etc.),always follow the directions given in the repair manuals listed above toprevent the occurrence of accidents and airbag malfunction.

NOTICE

2

INTRODUCTION

This manual consists of the following 11 sections:

No. Section Description

A

INDEX Index of the contents of this manual.

A

INTRODUCTION Brief explanation of each section.

B HOW TO USETHIS MANUAL Instructions on how to use this manual.

C TROUBLE–SHOOTING Describes the basic inspection procedures for electrical circuits.

D ABBREVIATIONS Defines the abbreviations used in this manual.

EGLOSSARY OFTERMS ANDSYMBOLS

Defines the symbols and functions of major parts.

F RELAY LOCATIONS Shows position of the Electronic Control Unit, Relays, Relay Block, etc.This section is closely related to the system circuit.

G ELECTRICALWIRING ROUTING

Describes position of Parts Connectors, Splice points, Ground points, etc.This section is closely related to the system circuit.

H POWER SOURCE(Current Flow Chart)

Describes power distribution from the power supply to various electricalloads.

INDEX Index of the system circuits.

I

SYSTEM CIRCUITS

Electrical circuits of each system are shown from the power supply throughground points. Wiring connections and their positions are shown andclassified by code according to the connection method. (Refer to thesection, “How to use this manual”).The “System Outline” and “Service Hints” useful for troubleshooting are alsocontained in this section.

J GROUND POINTS Shows ground positions of all parts described in this manual.

K OVERALLWIRING DIAGRAM Provides circuit diagrams showing the circuit connections.

3

HOW TO USE THIS MANUAL

This manual provides information on the electrical circuits installed on vehicles bydividing them into each system circuit.

The actual wiring of each system circuit is shown from the point where the power sourceis received from the battery as far as each ground point. (All circuit diagrams are shownwith the switches in the OFF position.)

When troubleshooting any problem, first understand the operation of the circuit wherethe problem was detected (see System Circuit section), the power source supplyingpower to that circuit (see Power Source section), and the ground points (see GroundPoints section). See the System Outline to understand the circuit operation.

When the circuit operation is understood, begin troubleshooting of the problem circuitto isolate the cause. Use Relay Location and Electrical Wire Routing sections to findeach part, junction block and wiring harness connectors, wiring harness and wiringharness connectors, splice points, and ground points of each system circuit. Internalwiring for each junction block is also provided for better understanding of connectionwithin a junction block.Wiring related to each system is indicated in each system circuit by arrows (from , to ). When overall connections are required, see the Overall Wiring Diagramat the end of this manual.

* The system shown here is an EXAMPLE ONLY. It is different to theactual circuit shown in the SYSTEM CIRCUITS SECTION.

4


A

B

C

D

E

F

G

H

I

J

K

L

M

N

O

P

5

: System Title

: Indicates a Relay Block. No shading is used and onlythe Relay Block No. is shown to distinguish it from theJ/B.

Example: Indicates Relay Block No. 1.

: Indicates the connector to be connected to a part (thenumeral indicates the pin No.)

Explanation of pin use.

The pins shown are only for the highest grade, or onlyinclude those in the specification.

: Connector Color

Connectors not indicated are milky white in color.

: ( ) is used to indicate different wiring and connector,etc. when the vehicle model, engine type, orspecification is different.

: Indicates related system.

: Indicates the wiring harness and wiring harnessconnector. The wiring harness with male terminal isshown with arrows ( ).

Outside numerals are pin numbers.

The first letter of the code for each wiring harness andwiring harness connector(s) indicates the component’slocation, e.g., “E” for the Engine Compartment, “I” for theInstrument Panel and Surrounding area, and “B” for theBody and Surrounding area.

When more than one code has the first and secondletters in common, followed by numbers (e.g., IH1, IH2),this indicates the same type of wiring harness andwiring harness connector.

: Represents a part (all parts are shown in sky blue). Thecode is the same as the code used in parts position.

: Junction Block (The number in the circle is the J/B No.and the connector code is shown beside it). JunctionBlocks are shaded to clearly separate them from otherparts (different junction blocks are shaded differently forfurther clarification).

3B indicatesthat it is insideJunction BlockNo. 3.

Example:

: Indicates the wiring color.

Wire colors are indicated by an alphabetical code.

B = Black L = Blue R = Red

BR = Brown LG = Light Green V = Violet

G = Green O = Orange W = White

GR = Gray P = Pink Y = Yellow

The first letter indicates the basic wire color and thesecond letter indicates the color of the stripe.

Example: L – Y

(Blue) (Yellow)

: Indicates a wiring Splice Point (Codes are “E” for theEngine Room, “I” for the Instrument Panel, and “B” forthe Body).

Example:

The Location of Splice Point I 5 is indicated by theshaded section.

: Page No.

: Indicates a shielded cable.

: Indicates a ground point.

The first letter of the code for each ground point(s)indicates the component’s location, e.g., “E” for theEngine Compartment, “I” for the Instrument Panel andSurrounding area, and “B” for the Body andSurrounding area.

: Indicates the pin number of the connector.

The numbering system is different for female and maleconnectors.

Example: Numbered in orderfrom upper left tolower right

Numbered in orderfrom upper right tolower left

: When 2 parts both use one connector in common, theparts connector name used in the wire routing sectionis shown in square brackets [ ].

Q

R

S

T

U

V

W

X

6


WITH THE IGNITION SW TURNED ON, THE CURRENT FLOWS TO TERMINAL 3 OF THE POWER WINDOW MASTER SW, TERMINAL 2 OF THE POWER WINDOW CONTROL RELAYAND TERMINAL 8 OF THE POWER WINDOW SW THROUGH THE DOOR FUSE.

1. DRIVER’S WINDOW “MANUAL UP” OPERATION BY MASTER SW

HOLDING MANUAL SW (DRIVER’S) ON “UP” POSITION LOCATED IN POWER WINDOW MASTER SW, THE CURRENT FLOWS TO TERMINAL 5 OF THE POWER WINDOWCONTROL RELAY THROUGH TERMINAL 3 OF THE MASTER SW TERMINAL 2 TO OPERATE A POWER WINDOW CONTROL RELAY. THUS THE CURRENT INSIDE THE RELAYFLOWS FROM TERMINAL 2 OF THE RELAY TERMINAL 1 TERMINAL 2 OF THE POWER WINDOW MOTOR TERMINAL 1 TERMINAL 4 OF THE RELAY TERMINAL3 TO GROUND. THE MOTOR TURNS TO ASCENT THE WINDOW. RELEASING THIS SW, THE ROTATION OF MOTOR IS STOPPED AND THE WINDOWS CAN STOP AT WILLPOINT.

(FOR THE “MANUAL DOWN” OPERATION, CURRENT FLOWS IN THE REVERSE DIRECTION BECAUSE THE TERMINALS WHERE IT FLOWS ARE CHANGED).

2. DRIVER’S WINDOW “AUTO DOWN” OPERATION BY MASTER SW

ONCE THE “AUTO DOWN” BUTTON OF THE MASTER SW IS PUSHED, THE CURRENT FLOWS TERMINAL 9 OF THE POWER WINDOW CONTROL RELAY THROUGH TERMINAL3 OF THE MASTER SW TERMINALS 8 AND 9 TO OPERATE THE RELAY. THUS THE CURRENT INSIDE THE POWER WINDOW CONTROL RELAY FLOWS FROM TERMINAL2 OF THE RELAY TERMINAL 4 TERMINAL 1 OF THE POWER WINDOW MOTOR TERMINAL 2 TERMINAL 1 OF THE RELAY TERMINAL 3 TO GROUND.THE MOTOR CONTINUES THE ROTATION ENABLING TO DESCENT THE WINDOW.

THE WINDOW DESCENDS TO THE END POSITION. THE CURRENT WILL BE CUT OFF TO RELEASE THE AUTO DOWN FUNCTION BASED ON THE INCREASING CURRENTBETWEEN TERMINAL 2 OF THE RELAY AND TERMINAL 1 IN RELAY.

3. DRIVER’S WINDOW AUTO DOWN RELEASE OPERATION BY MASTER SW

HOLDING THE MANUAL SW (DRIVER’S) ON “UP” POSITION IN OPERATING AUTO DOWN. THE CURRENT FROM TERMINAL 3 OF THE MASTER SW PASSING TERMINAL 2FLOWS TERMINAL 5 OF THE RELAY AND RELEASES THE AUTO DOWN FUNCTION IN THE POWER WINDOW CONTROL RELAY. RELEASING THE HAND FROM SW, WINDOWSTOPS AND CONTINUING ON TOUCHING SW, THE FUNCTION SWITCHES TO MANUAL UP OPERATION.

4. PASSENGER’S WINDOW UP OPERATION (MASTER SW) AND WINDOW LOCK SW OPERATION

HOLDING PASSENGER’S WINDOW SW (MASTER SW) ON “UP”, THE CURRENT FLOWS FROM TERMINAL 3 OF THE MASTER SW PASSING TERMINAL 6 TO TERMINAL 3 OFTHE POWER WINDOW SW (PASSENGER’S) TERMINAL 4 TERMINAL 2 OF THE MOTOR TERMINAL 1 TERMINAL 9 OF THE POWER WINDOW SW TERMINAL7 TERMINAL 1 OF THE MASTER SW TERMINAL 4 TO GROUND. THE MOTOR RUNS TO ASCENT THE WINDOW. RELEASING THIS SW, THE ROTATION OF MOTOR ISSTOPPED AND WINDOW CAN STOP AT WILL PLACE.

SWITCHING THE WINDOW LOCK SW IN “LOCK” POSITION, THE CIRCUIT IS OPENED AND STOPPED THE MOTOR ROTATION.

(FOR THE DOWN OPERATION, CURRENT FLOWS IN THE REVERSE DIRECTION BECAUSE THE TERMINALS WHERE IT FLOWS ARE CHANGED).

P 2 POWER WINDOW CONTROL RELAY

3–GROUND: ALWAYS CONTINUITY

2–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION

5–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND MASTER SW AT UP POSITION

8–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND MASTER SW AT AUTO DOWN POSITION

9–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND MASTER SW AT DOWN OR AUTO DOWN POSITION

P 4 POWER WINDOW MASTER SW

4–GROUND: ALWAYS CONTINUITY

3–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION

WINDOW LOCK SW

OPEN WITH THE WINDOW LOCK SW AT LOCK POSITION

: PARTS LOCATION

CODE SEE PAGE CODE SEE PAGE CODE SEE PAGE

P 2 21 P 4 21 P 6 21

P 3 21 P 5 21 21

: RELAY BLOCKS

CODE SEE PAGE RELAY BLOCK (RELAY BLOCK LOCATION)

1 16 R/B NO. 1 (INSTRUMENT PANEL LEFT SIDE)

: JUNCTION BLOCK AND WIRE HARNESS CONNECTOR

CODE SEE PAGE JUNCTION BLOCK AND WIRE HARNESS (CONNECTOR LOCATION)

3B 14 J/B NO. 3 AND COWL WIRE (INSTRUMENT PANEL LEFT SIDE)

: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS

CODE SEE PAGE JOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)

ID1 26 FRONT DOOR RH WIRE AND COWL WIRE (RIGHT KICK PANEL)

IH1 26 FRONT DOOR LH WIRE AND COWL WIRE (LEFT KICK PANEL)

: GROUND POINTS

CODE SEE PAGE GROUND POINT LOCATION

IC 24 COWL LEFT

: SPLICE POINTS

CODE SEE PAGE WIRE HARNESSES WITH SPLICE POINTS

I 5 24 COWL WIRE

SYSTEM OUTLINE

SERVICE HINTS

Q

R

S

T

U

V

W

X

7

: Explains the system outline.

: Indicates values or explains the function for reference during troubleshooting.

: Indicates the reference page showing the position on the vehicle of the parts in the system circuit.

Example: Part “P4” (Power Window Master SW) is on page 21 of the manual.

* The letter in the code is from the first letter of the part, and the number indicates its orderin parts starting with that letter.

Part is 4th in orderPower Window Master SW

Example: P 4

: Indicates the reference page showing the position on the vehicle of Relay Block Connectors in thesystem circuit.

Example: Connector “1” is described on page 16 of this manual and is installed on the left side of theinstrument panel.

: Indicates the reference page showing the position on the vehicle of J/B and Wire Harness in the systemcircuit.

Example: Connector “3B” connects the Cowl Wire and J/B No. 3. It is described on page 14 of thismanual, and is installed on the instrument panel left side.

: Indicates the reference page describing the wiring harness and wiring harness connector (the femalewiring harness is shown first, followed by the male wiring harness).

Example: Connector “ID1” connects the front door RH wire (female) and cowl wire (male). It isdescribed on page 26 of this manual, and is installed on the right side kick panel.

: Indicates the reference page showing the position of the ground points on the vehicle.

Example: Ground point “IC” is described on page 24 of this manual and is installed on the cowl left side.

: Indicates the reference page showing the position of the splice points on the vehicle.

Example: Splice point “I 5” is on the Cowl Wire Harness and is described on page 24 of this manual.

* The system shown here is an EXAMPLE ONLY. It is different to the actual circuit shown in the SYSTEM CIRCUITS SECTION.

POWER SOURCE (Current Flow Chart)

The chart below shows the route by which current flows from the battery to each electrical source (Fusible Link, CircuitBreaker, Fuse, etc.) and other parts.The next page and following pages shown the parts to which each electrical source outputs current.

POWER SOURCE

8


The “Current Flow Chart” section, describes which parts each power source (fuses, fusible links, and circuit breakers)transmits current to. In the Power Source circuit diagram, the conditions when battery power is supplied to each system areexplained. Since all System Circuit diagrams start from the power source, the power source system must be fully understood.

* The system shown here is an EXAMPLE ONLY. It is different to the actual circuit shown in the SYSTEM CIRCUITS SECTION.

GROUND POINT

9

The ground points circuit diagram shows the connections from all major parts to the respective ground points. Whentroubleshooting a faulty ground point, checking the system circuits which use a common ground may help you identify theproblem ground quickly. The relationship between ground points ( , , and shown below) can also bechecked this way.

10

TROUBLESHOOTING

VOLTAGE CHECK(a) Establish conditions in which voltage is present at the

check point.

Example:– Ignition SW on– Ignition SW and SW 1 on– Ignition SW, SW 1 and Relay on (SW 2 off)

(b) Using a voltmeter, connect the negative lead to a goodground point or negative battery terminal, and thepositive lead to the connector or component terminal.This check can be done with a test light instead of avoltmeter.

CONTINUITY AND RESISTANCE CHECK(a) Disconnect the battery terminal or wire so there is no

voltage between the check points.(b) Contact the two leads of an ohmmeter to each of the

check points.

If the circuit has diodes, reverse the two leads and checkagain.When contacting the negative lead to the diode positive sideand the positive lead to the negative side, there should becontinuity.When contacting the two leads in reverse, there should be nocontinuity.

(c) Use the volt/ohmmeter with high impedance (10 kΩ/Vminimum) for troubleshooting of the electrical circuit.

11

FINDING A SHORT CIRCUIT(a) Remove the blown fuse and disconnect all loads of the

fuse.(b) Connect a test light in place of the fuse.(c) Establish conditions in which the test light comes on.Example:

– Ignition SW on– Ignition SW and SW 1 on– Ignition SW, SW 1 and Relay on (Connect the

Relay) and SW 2 off (or Disconnect SW 2)(d) Disconnect and reconnect the connectors while

watching the test light.The short lies between the connector where the testlight stays lit and the connector where the light goesout.

(e) Find the exact location of the short by lightly shakingthe problem wire along the body.

CAUTION:Do not open the cover or the case of the ECU unlessabsolutely necessary. (If the IC terminals are touched,the IC may be destroyed by static electricity.)

DISCONNECTION OF MALE AND FEMALECONNECTORSTo pull apart the connectors, pull on the connector itself, not thewire harness.

HINT: Check to see what kind of connector you are disconnectingbefore pulling apart.

12

TROUBLESHOOTING

HOW TO REPLACE TERMINAL(with terminal retainer or secondary lockingdevice)1. PREPARE THE SPECIAL TOOL

HINT: To remove the terminal from the connector, pleaseconstruct and use the special tool or like object shownon the left.

2. DISCONNECT CONNECTOR

3. DISENGAGE THE SECONDARY LOCKING DEVICE ORTERMINAL RETAINER.(a) Locking device must be disengaged before the

terminal locking clip can be released and the terminalremoved from the connector.

(b) Use a special tool or the terminal pick to unlock thesecondary locking device or terminal retainer.

NOTICE:Do not remove the terminal retainer from connector body.

For Non–Waterproof Type Connector

HINT: The needle insertion position varies accordingto the connector’s shape (number of terminalsetc.), so check the position before inserting it.

“Case 1”Raise the terminal retainer up to the temporarylock position.

“Case 2”Open the secondary locking device.

13

For Waterproof Type Connector

HINT: Terminal retainer color is differentaccording to connector body.

Example:Terminal Retainer: Connector BodyBlack or White : GrayBlack or White : Dark GrayGray or White : Black

“Case 1”Type where terminal retainer is pulled upto the temporary lock position (Pull Type).Insert the special tool into the terminalretainer access hole ( Mark) and pullthe terminal retainer up to the temporarylock position.

HINT: The needle insertion position variesaccording to the connector’s shape(Number of terminals etc.), so check theposition before inserting it.

“Case 2”Type which cannot be pulled as far asPower Lock.

14

TROUBLESHOOTING

Insert the tool straight into the access hole of terminalretainer as shown.Push the terminal retainer down to the temporary lockposition.

(c) Release the locking lug from terminal and pull theterminal out from rear.

4. INSTALL TERMINAL TO CONNECTOR(a) Insert the terminal.

HINT:1. Make sure the terminal is positioned correctly.2. Insert the terminal until the locking lug locks firmly.3. Insert the terminal with terminal retainer in the

temporary lock position.

(b) Push the secondary locking device or terminal retainerin to the full lock position.

5. CONNECT CONNECTOR

15

ABBREVIATIONS

ABBREVIATIONS

The following abbreviations are used in this manual.

A/C = Air ConditioningA/T = Automatic TransmissionABS = Anti–Lock Brake SystemACS = Air Conditioning SensorAFC = Air Flow SensorCOMB. = CombinationDLC = Data Link ConnectorECT = Electronic Controlled TransmissionECTS = Engine Coolant Temperature SensorECU = Electronic Control UnitEFI = Electronic Fuel InjectionEGR = Exhaust Gas RecirculationEGRS = EGR Function SensorEx. = ExceptFL = Fusible LinkHO2S = Heated Oxygen SensorIACV = Intake Air Control ValveIATS = Intake Air Temperature SensorISC = Idle Speed ControlJ/B = Junction BlockLH = Left-HandM/T = Manual TransmissionMAP = Manifold Absolute Pressure SensorMPI = Multiport Electronic Fuel InjectionO/D = OverdrivePCM = Powertrain Control ModulePNC = Park/Neutral SwitchPTCS = Powertrain Control SignalsPTIS = Powertrain Input SignalsR/B = Relay BlockRH = Right–HandSMPI = Sequential Multiport Electronic Fuel InjectionSRS = Supplemental Restraint SystemSW = SwitchTEMP. = TemperatureVSPG = Vehicle Speed Pulse GeneratorVSS = Vehicle Speed SensorVSV = Vacuum Switching Valvew/ = Withw/o = Without

* The titles given inside the components are the names of the terminals (terminal codes) andare not treated as being abbreviations.

METER, ANALOGCurrent flow activates a magneticcoil which causes a needle tomove, thereby providing a relativedisplay against a backgroundcalibration.

LED (LIGHT EMITTING DIODE)Upon current flow, these diodesemit light without producing theheat of a comparable light.

IGNITION COILConverts low–voltage DC currentinto high–voltage ignition currentfor firing the spark plugs.

1. SINGLEFILAMENT

GROUNDThe point at which wiring attachesto the Body, thereby providing areturn path for an electrical circuit;without a ground, current cannotflow.

Current flow causes a headlightfilament to heat up and emit light.A headlight may have either asingle (1) filament or a double (2)filament.

BATTERYStores chemical energy andconverts it into electrical energy.Provides DC current for the auto’svarious electrical circuits.

CAPACITOR (Condenser)A small holding unit for temporarystorage of electrical voltage.

CIRCUIT BREAKERBasically a reusable fuse, a circuitbreaker will heat and open if toomuch current flows through it. Someunits automatically reset when cool,others must be manually reset.

DIODEA semiconductor which allowscurrent flow in only one direction.

DIODE, ZENERA diode which allows current flowin one direction but blocks reverseflow only up to a specific voltage.Above that potential, it passes theexcess voltage. This acts as asimple voltage regulator.

FUSEA thin metal strip which burnsthrough when too much currentflows through it, thereby stoppingcurrent flow and protecting acircuit from damage.

FUSIBLE LINKA heavy–gauge wire placed inhigh amperage circuits whichburns through on overloads,thereby protecting the circuit.

HORNAn electric device which sounds aloud audible signal.

LIGHTCurrent flow through a filamentcauses the filament to heat upand emit light.

METER, DIGITALCurrent flow activates one ormany LED’s, LCD’s, or fluorescentdisplays, which provide a relativeor digital display.

MOTORA power unit which convertselectrical energy into mechanicalenergy, especially rotary motion.

CIGARETTE LIGHTERAn electric resistance heatingelement.

DISTRIBUTOR, IIAChannels high–voltage currentfrom the ignition coil to theindividual spark plugs.

2. DOUBLEFILAMENT

HEADLIGHTS

FUEL

(for High Current Fuse orFusible Link.)

(for Medium Current Fuse)

M

16

GLOSSARY OF TERMS AND SYMBOLS

17

1. NORMALLYOPEN

Opens andcloses circuits,therebystopping (1) orallowing (2)current flow.

RESISTORAn electrical component with afixed resistance, placed in a circuitto reduce voltage to a specificvalue.

RESISTOR, TAPPEDA resistor which supplies two ormore different non–adjustableresistance values.

SENSOR (Thermistor)A resistor which varies itsresistance with temperature.

SHORT PINUsed to provide an unbrokenconnection within a junction block.

SOLENOIDAn electromagnetic coil whichforms a magnetic field whencurrent flows, to move a plunger,etc.

SWITCH, DOUBLE THROWA switch which continuouslypasses current through one setof contacts or the other.

SWITCH,IGNITION

A key operated switch withseveral positions which allowvarious circuits. Particularly theprimary ignition circuit, tobecome operational.

Wires are alwaysdrawn as straight lineson wiring diagrams.Crossed wires (1)without a black dot atthe junction are notjoined; crossed wires(2) with a black dot oroctagonal ( ) mark atthe junction are spliced(joined) connections.

RELAY, DOUBLE THROWA relay which passes currentthrough one set of contacts or theother.

SENSOR, ANALOG SPEEDUses magnetic impulses to openand close a switch to create asignal for activation of othercomponents.

TRANSISTORA solidstate device typically usedas an electronic relay; stops orpasses current depending on theapplied voltage at “base.”

SWITCH, WIPER PARKAutomatically returns wipers tothe stop position when the wiperswitch is turned off.

SWITCH, MANUAL

SPEAKERAn electromechanical devicewhich creates sound waves fromcurrent flow.

2. NORMALLYCLOSED

RESISTOR, VARIABLE orRHEOSTAT

A controllable resistor with avariable rate of resistance.Also called a potentiometer orrheostat.

2. NORMALLYOPEN

RELAY

1. NORMALLYCLOSED

Basically, an electricallyoperated switch which maybe normally closed (1) oropen (2).Current flow through asmall coil creates amagnetic field which eitheropens or closes anattached switch.

(2) SPLICED

WIRES

(1) NOTCONNECTED

18

RELAY LOCATIONS

[Body]

[Engine Compartment]

19

[Instrument Panel]

20

RELAY LOCATIONS

1 : R/B No. 1 Left Kick Panel (See Page 19)(for USA)

(for Canada)

21

2 : R/B No. 2 Engine Compartment Left (See Page 18)

5 : R/B No. 5 Front Luggage Compartment Right (See Page 18)

22

RELAY LOCATIONS

: J/B No. 3 Behind Combination Meter (See Page 19)

[J/B No. 3 Inner Circuit]

24

ELECTRICAL WIRING ROUTING

Position of Parts in Engine Compartment

[5S–FE]

A 1 ABS Speed Sensor Rear LH E 7 Powertrain Control Module (Engine and ECT ECU)A 2 ABS Speed Sensor Rear RH E 8 Powertrain Control Module (Engine and ECT ECU)A 3 A/C Magnetic Clutch E 9 Engine Hood Courtesy SWA 4 Ain Flow Sensor (Air Flow Meter, 3S–GTE) E 10 Engine Oil Level Sensor (3S–GTE)A 5 AlternatorA 6 Alternator F 1 Fuel Pump Resistor (3S–GTE)

F 2 Fuel Pump Relay (3S–GTE)B 1 Back–Up Light SW (M/T)

I 1 Idle Air Control Valve (ISC Valve)C 1 Check Connector I 2 Ignition CoilC 2 Cold Start Injector (3S–GTE) I 3 IgniterC 3 Cooling Fan ECU (for Engine Compartment of 3S–GTE) I 4 Injector No. 1C 4 Cooling Fan Motor (for Engine Compartment of 3S–GTE) I 5 Injector No. 2C 5 Cruise Control Actuator I 6 Injector No. 3

I 7 Injector No. 4D 1 Distributor I 8 Intake Air Temperature Sensor (In Air Temp. Sensor, 5S–FE)

E 1 ECT Solenoid (5S–FE)E 2 EFI Resistor (3S–GTE)E 3 Engine Coolant Temperature Sensor (EFI Water Temp. Sensor)E 4 EGR Function Sensor (EGR Gas Temp. Sensor for California) or

Short Pin (Ex. California)E 5 Engine Compartment Temp. SensorE 6 Powertrain Control Module (Engine and ECT ECU)

25

Position of Parts in Engine Compartment[3S–GTE]

K 1 Knock Sensor T 1 Theft Deterrent HornT 2 Throttle Position Sensor

N 1 Park/Neutral Switch (Neutral Start SW) and Back– T 3 Turbo Pressure Sensor (3S–GTE)Up Light SW and A/T Indicator SW

N 2 Noise Filter (for Ignition System) V 1 Manifold Absolute Pressure Sensor (Vacuum Sensor)V 2 VSV (for EGR System)

O 1 Oxygen Sensor (Main of 5S–FE), Heated Oxygen Sensor V 3 VSV (for A/C Idle–Up System)(Oxygen Sensor, 3S–GTE) V 4 VSV (for Fuel Pressure Up Control System of 5S–FE)

O 2 Oxygen Sensor (Sub of 5S–FE) V 5 VSV (for Turbo Pressure Control System of 3S–GTE)O 3 Oil Pressure SW V 6 VSV (for T–VIS)

S 1 Vehicle Speed Pulse Generator (Speed Sensor, for W 1 Water Temp. SenderSpeed Meter)

S 2 Vehicle Speed Sensor (Speed Sensor, for ECT System of 5S–FE)S 3 Start Injector Time SW (3S–GTE)S 4 StarterS 5 StarterS 6 Starter Relay

26


Position of Parts in Instrument Panel

A 7 ABS ECU C 11 Combination Meter J 1 Junction ConnectorA 8 ABS ECU C 12 Combination Meter J 2 Junction ConnectorA 9 A/C Amplifier C 13 Combination Meter (A/T Indicator Light) J 3 Junction Connector (for Earth)A 10 A/C Control Assembly C 14 Combination SWA 11 A/C Control Assembly C 15 Combination SW K 2 Key Interlock SolenoidA 12 A/C Control Assembly C 16 Cruise Control Clutch SWA 13 A/C Dual Pressure SW C 17 Cruise Control ECU O 4 O/D Main SWA 14 A/C Thermistor C 18 Center Airbag Sensor AssemblyA 15 A/C Magnetic Clutch Relay C 19 Center Airbag Sensor Assembly P 1 Parking Brake SWA 16 Airbag Squib C 20 Center Airbag Sensor Assembly P 2 Power Main RelayA 17 Air Inlet Servo Motor P 16 Panel RelayA 18 Air Vent Mode Control Servo Motor D 2 Diode (for Electrical Idle–Up System)A 19 Ashtray Illumination D 3 Diode (for A/C System) R 1 Radio and Player

D 4 Diode (for Theft Deterrent System) R 2 Radio and PlayerD 5 Diode (for Daytime Running Light R 3 Radio and Player

B 2 Blower Motor System) R 4 RheostatB 3 Blower Resistor D 6 Diode (for Power Window)B 4 Buckle SW D 7 Door Lock ECU S 7 Shift Lock ECU

S 8 Seat Belt Warning RelayC 6 Cigarette Lighter F 3 Fog Light SW S 9 Stop Light SW or, Stop Light SWC 7 Cigarette Lighter Illumination F 4 Fuel Pump and Cruise Control Stop SWC 8 Clock F 5 Fuel Sender S 12 Short Connector (for Speed Meter)C 9 Clutch Start SW (M/T) H 1 Hazard SW S 13 Short Connector (for Speed Meter)C 10 Combination Meter

I 9 Interior Light Control Relay T 4 Turn Signal FlasherI 10 Ignition Key Cylinder LightI 11 Ignition SW and Unlock Warning SW

27

Position of Parts in Body

A 20 ABS Actuator F 12 Front Side Marker Light RH R 5 Radiator Fan MotorA 21 ABS Actuator F 13 Front Turn Signal and Clearance Light LH R 6 Rear Combination Light LHA 22 ABS Actuator F 14 Front Turn Signal and Clearance Light RH R 7 Rear Combination Light RHA 23 ABS Speed Sensor Front LH F 15 Front Speaker LH R 8 Rear Luggage Compartment DoorA 24 ABS Speed Sensor Front RH F 16 Front Speaker RH Courtesy SWA 25 A/C Condenser Fan Motor F 17 Front Tweeter (Speaker) LH R 9 Rear Luggage Compartment KeyA 26 A/C High Pressure SW or Short Pin (w/o F 18 Front Tweeter (Speaker) RH Unlock SW

A/C) R 10 Rear Luggage Compartment LightA 27 Auto Antenna Control Relay and Motor H 2 Headlight LH R 11 Rear Speaker LH

H 3 Headlight RH R 12 Rear Speaker RHB 5 Brake Fluid Level SW H 4 High Mount Stop Light R 13 Rear Window Defogger (+)

H 5 Horn R 14 Rear Window Defogger (–)D 8 Door Courtesy Light LH H 6 Horn R 15 Rear Woofer Amplifier LHD 9 Door Courtesy Light RH R 16 Rear Woofer Speaker LHD 10 Door Courtesy SW LH L 1 License Plate Light R 17 Remote Control Mirror LHD 11 Door Courtesy SW RH R 18 Remote Control Mirror RHD 12 Door Key Cylinder Light and Out Side P 3 Personal Light R 19 Remote Control Mirror SW

Handle SW P 4 Power Steering Driver R 20 Retract Control RelayD 13 Door Lock Control SW RH P 5 Power Steering Driver R 21 Retract Control RelayD 14 Door Lock Key Lock and Unlock SW LH P 6 Power Steering Driver R 22 Retract Motor LHD 15 Door Lock Key Lock and Unlock SW RH P 7 Power Steering ECU R 23 Retract Motor RHD 16 Door Lock Motor LH P 8 Power Steering Pump with Motor R 24 Rear Woofer Amplifier RHD 17 Door Lock Motor RH P 9 Power Steering Pump with Motor R 25 Rear Woofer Speaker RHD 18 Diode (for Interior System) P 10 Power Steering Relay

P 11 Power Steering Relay S 10 Stereo Component AmplifierF 6 Fog Light LH P 12 Power Window SW RH S 11 Stereo Component AmplifierF 7 Fog Light RH P 13 Power Window Master SW and Door S 14 Stereo Component AmplifierF 8 Front Airbag Sensor LH Lock Control SW LHF 9 Front Airbag Sensor RH P 14 Power Window Motor LH T 5 Theft Deterrent ECUF 10 Front Luggage Compartment P 15 Power Window Motor RH

Door Courtesy SW W 2 Washer MotorF 11 Front Side Marker Light LH W 3 Washer Temp. SW (for Radiator Fan)

W 4 Wiper Motor

28


: Location of Connector Joining Wire Harness and Wire Harness: Location of Ground Points

[5S–FE]

: Location of Splice Points

29

Connector Joining Wire Harness and Wire Harness

CODE JOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)

EA1 ENGINE ROOM MAIN WIRE AND ENGINE WIRE (REAR LUGGAGE COMPARTMENT LEFT)

EA3ENGINE WIRE AND ENGINE ROOM MAIN WIRE (R/B NO 2 INNER)

EA4ENGINE WIRE AND ENGINE ROOM MAIN WIRE (R/B NO. 2 INNER)

EB1 ENGINE WIRE AND R/B NO. 2 (R/B NO. 2 INNER)

30



[3S–GTE]


31



EA1 EIGINE ROOM MAIN WIRE AND ENGINE WIRE (REAR LUGGAGE COMPARTMENT LEFT)

EA3ENGINE WIRE AND ENGINE ROOM MAIN WIRE (R/B NO 2 INNER)

EA4ENGINE WIRE AND ENGINE ROOM MAIN WIRE (R/B NO. 2 INNER)

EB1 ENGINE WIRE AND R/B NO. 2 (R/B NO. 2 INNER)

EC1 ENGINE WIRE AND ENGINE NO. 4 WIRE (NEAR THE INTAKE MANIFOLD)

32


: Location of Connector Joining Wire Harness and Wire Harness

: Location of Ground Points

33



ID1 COWL WIRE AND COWL WIRE (NEAR THE R/B NO. 1)

ID2 COWL WIRE AND COWL WIRE (BEHIND COMBINATION METER)

IE1

IE2ENGINE ROOM MAIN WIRE AND COWL WIRE (LEFT KICK PANEL)

IE3ENGINE ROOM MAIN WIRE AND COWL WIRE (LEFT KICK PANEL)

IE4

IF1FRONT DOOR LH WIRE AND COWL WIRE (LEFT KICK PANEL)

IF2FRONT DOOR LH WIRE AND COWL WIRE (LEFT KICK PANEL)

IG1 LUGGAGE ROOM WIRE AND ENGINE ROOM MAIN WIRE (BEHIND FOOTREST)

IH1 COWL WIRE AND A/C SUB WIRE (INSTRUMENT PANEL RIGHT)

34


: Location of Connector Joining Wire Harness and Wire Harness


35



II1

II2LUGGAGE ROOM WIRE AND COWL WIRE (RIGHT KICK PANEL)

II3LUGGAGE ROOM WIRE AND COWL WIRE (RIGHT KICK PANEL)

II4

IJ1FRONT DOOR RH WIRE AND COWL WIRE (RIGHT KICK PANEL)

IJ2FRONT DOOR RH WIRE AND COWL WIRE (RIGHT KICK PANEL)

IK1FLOOR WIRE AND COWL WIRE (RIGHT KICK PANEL)

IK2FLOOR WIRE AND COWL WIRE (RIGHT KICK PANEL)

36




37



BL1 ROOF WIRE AND COWL WIRE (UNDER THE RIGHT FRONT PILLAR)

BM1ENGINE ROOM MAIN WIRE AND COWL WIRE (ROOM PARTITION BOARD LEFT)

BM2ENGINE ROOM MAIN WIRE AND COWL WIRE (ROOM PARTITION BOARD LEFT)

BN1 ROOF NO.3 WIRE AND ENGINE ROOM MAIN WIRE (ROOM PARTITION BOARD LEFT)

38


The chart below shows the route by which current flows from the battery to each electrical source (Fusible Link,Circuit Breaker, Fuse, etc.) and other parts.The next page and following pages show the parts to which each electrical source outputs current.

Starter

Battery

* These are the page numbers of the first page on which the relatedsystem is shown.The part indicated is located somewhere in the system, not necessarilyon the page indicated here.

FL MAIN 2.0L

FL 1.0Y Starter Relay

7.5A ALT SENCING

7.5A AM2

40A AM2 Ignition MainRelay

15A EFI

Retract ControlRelay

Headlight Relay

120A ALT Alternator

40A HEATER

7.5A ECU–B

15A HAZ–HORN

30A RTR

15A DOME 15A HEAD (LH)

15A HEAD (RH)

50A AM1

80A ABS

Fan Main Relay

Starter

[LOCATION] (1) : R/B No. 1 (See page 20) (2) : R/B No. 2 (See page 19) (3) : R/B No. 5 (See page 23)20 2121

39

(5S–FE)

Noise Filter

EFI Resistor

Ignition Coil

Igniter

7.5A ECU–IG

20A VENT

Heater Relay

ABS Actuator

Power SteeringRelay

15A FR FOG

Ignition SW(AM1)

10A A/C

Blower Resistor

A/C ControlAssembly

Injector No. 1

Injector No. 2

Injector No. 3

Injector No. 4

(3S–GTE)

30A CDS FAN

30A RDI FAN

15A TAIL

20A DOOR

15A STOP

30A POWER

20A DEFOG 15A RAD & CIG

7.5A GAUGE

7.5A TURN

20A WIPER

Blower Motor

ABS ECU

Power SteeringDriver

Power SteeringMotor

7.5A PANEL

40


A/C

Mag

netic

Clu

tch

182 148

A5 A9A7 A10 A12 A13 A17

*Page Nos. ofRelated Systems

Parts

Code orLocation

CB or Fuse

Loca

tion

A3 B1 B5 C1 C2 C3 C7

* These are the page numbers of the first page on which the related system is shown.The part indicated is located somewhere in the system, not necessarily on the page indicated here.

15A TAIL

15A RAD & CIG

7.5A GAUGE

7.5A TURN

20A WIPER

20A DEFOG

15A STOP

20A DOOR

30A POWER

7.5A PANEL

15A EFI

20A VENT

7.5A ECU–IG

7.5A ALT SENCING

30A CDS FAN

30A RDI FAN

15A FR FOG

15A HEAD (LH)

15A HEAD (RH)

10A A/C

7.5A ECU–B

7.5A AM2

15A HAZ–HORN

30A RTR

15A DOME

97100144182

182 18256 52 80 166166

A18 A19 A25 C6

Alte

rnat

or

A/C

Am

plifi

er

A/C

Con

trol

Ass

embl

y

A/C

Dua

l Pre

ssur

e S

W

Aut

o A

nten

na C

ontr

olR

elay

and

Mot

or

Bac

k–U

p Li

ght S

W (

M/T

)

Bra

ke F

luid

Lev

el S

W

Col

d S

tart

Inje

ctor

Coo

ling

Fan

Mot

or(f

or E

ngin

e C

ompa

rtm

ent)

Coo

ling

Fan

EC

U(f

or E

ngin

e C

ompa

rtm

ent)

Cig

aret

te L

ight

er

C8

97100

Cig

aret

te L

ight

er Il

lum

inat

ion

Clo

ck

A15 A27 C4

97100 182 168 108 176

58 70125

AB

S E

CU

A/C

Mag

netic

Clu

tch

Rel

ay

Air

Inle

t Ser

vo M

otor

Air

Ven

t Mod

e C

ontr

olS

ervo

Mot

or

DLC

(C

heck

Con

nect

or)

Ash

tray

Illu

min

atio

n

A/C

Con

dens

er F

an M

otor


41

125176

C11C9 C10 C12 C13 C14 C15 C18 D2

52 58 70138

80 104176 148 106 56 85

90 154 85122

Clu

tch

Sta

rt S

W (

M/T

)

AB

S W

arni

ng L

ight

[Com

b. M

eter

]

Com

bina

tion

Met

er

Com

bina

tion

Met

er(I

llum

inat

ion)

Cru

ise

Con

trol

Indi

cato

rLi

ght [

Com

b. M

eter

]O

/D O

ff In

dica

tor

Ligh

t[C

omb.

Met

er]

Pow

er S

teer

ing

War

ning

Ligh

t [C

omb.

Met

er]

Sea

t Bel

t War

ning

Lig

ht[C

omb.

Met

er]

Turn

Sig

nal I

ndic

ator

Ligh

ts [C

omb.

Met

er]

Cha

rge

War

ning

Lig

ht[C

omb.

Met

er]

Hig

h B

eam

Indi

cato

r Li

ght

[Com

b. M

eter

]A

/T In

dica

tor

Ligh

t[C

omb.

Met

er]

Ste

erin

g P

ositi

on S

enso

r[C

omb.

SW

]W

iper

and

Was

her

SW

[Com

b. S

W]

Dim

mer

SW

[Com

b. S

W]

Hor

n S

W[C

omb.

SW

]Li

ght C

ontr

ol S

W[C

omb.

SW

]Tu

rn S

igna

l SW

[Com

b. S

W]

Cru

ise

Con

trol

EC

U

D3 D6

110114

Dio

de(f

or A

/C S

yste

m)

C17 D7 D8

58 70176

176 97100

160176

154176

132176

119176 132

868890

131 88 97100

94106 160 125

58 70144

182 104A

irbag

War

ning

Lig

ht[C

omb.

Met

er]

Coo

ling

Fan

War

ning

Lig

ht[C

omb.

Met

er]

Ope

n D

oor

War

ning

Lig

ht[C

omb.

Met

er]

Che

ck E

ngin

e W

arni

ng L

ight

[Com

b. M

eter

]

Cen

ter

Airb

ag S

enso

rA

ssem

bly

Dio

de (

for

Ele

ctric

alId

le–U

p S

yste

m

Dio

de(f

or P

ower

Win

dow

)

Doo

r Lo

ck E

CU

Doo

r C

ourt

esy

Ligh

t LH

42



Parts

Code orLocation

CB or Fuse

Loca

tion


D9 D10 D11 E6 E8 F1

104 114 52 70154

80 88 97100

5870

D12 D16 D17 E7 F2

94

Doo

r C

ourt

esy

Ligh

t RH

Doo

r C

ourt

esy

SW

LH

Doo

r C

ourt

esy

SW

RH

Doo

r K

ey C

ylin

der

Ligh

tE10

58

15A TAIL

15A RAD & CIG

7.5A GAUGE

7.5A TURN

20A WIPER

20A DEFOG

15A STOP

20A DOOR

30A POWER

7.5A PANEL

15A EFI

20A VENT

7.5A ECU–IG

7.5A ALT SENCING

30A CDS FAN

30A RDI FAN

15A FR FOG

15A HEAD (LH)

15A HEAD (RH)

10A A/C

7.5A ECU–B

7.5A AM2

15A HAZ–HORN

30A RTR

15A DOME

F3 F4 F5 F6 F7 F11 F12 F13

525870

5270

52 70154

525870

176 176 8890

Doo

r Lo

ck M

otor

LH

Doo

r Lo

ck M

otor

RH

PC

ME

(E

ngin

e an

d E

CT

EC

U)

PC

ME

(E

ngin

e E

CU

)

PC

ME

(E

ngin

e E

CU

)

PC

ME

(E

ngin

e an

d E

CT

EC

U)

PC

ME

(E

ngin

e E

CU

)

Eng

ine

Oil

Leve

l Sen

sor

Fue

l Pum

p R

esis

tor

Fue

l Pum

p R

elay

Fog

Lig

ht S

W

Fue

l Pum

p

Fue

l Sen

der

Fog

Lig

ht L

H

Fog

Lig

ht R

H

Fro

nt S

ide

Mar

ker

Ligh

t LH

Fro

nt S

ide

Mar

ker

Ligh

t RH

Fro

nt C

lear

ance

Lig

ht L

H


43

106 94

F13

97100106

F14 H1 H2 H3 H4 H5 H6 I1 I9 I10 I11 O1

8590

48 56 70125166

588070

94 154 176

Fro

nt T

urn

Sig

nal L

ight

LH

Fro

nt C

lear

ance

Lig

ht R

H

Fro

nt T

urn

Sig

nal L

ight

RH

Haz

ard

SW

Hea

dlig

ht L

H

Hea

dlig

ht R

H

Hig

h M

ount

Sto

p Li

ght

Hor

n

Igni

tion

Key

Cyl

inde

r Li

ght

Igni

tion

SW

(A

M2)

Inte

rior

Ligh

t Con

trol

Rel

ay

Lice

nce

Pla

te L

ight

Oil

Pre

ssur

e S

W

J1 L1 N1 O3 O4 P1 P2 P3 P6 P7 P12 P13

106 109 131 5870 104

52 58 80138182

108 52 70138

58 97154 176 110 104 132

110

IAC

V (

ISC

Val

ve)

Junc

tion

Con

nect

or

A/T

Indi

cato

r S

W

Bac

k–U

p Li

ght S

W (

A/T

)

PN

S (

Neu

tral

Sta

rt S

W)

HO

S2

(Oxy

gen

Sen

sor)

O/D

Mai

n S

W

Par

king

Bra

ke S

W

Pow

er M

ain

Rel

ay

Per

sona

l Lig

ht

Pow

er S

teer

ing

Driv

er

Pow

er S

teer

ing

EC

U

Pow

er W

indo

w S

W R

H

Pow

er W

indo

w M

aste

r S

W a

ndD

oor

Lock

Con

trol

SW

44



Parts

Code orLocation

CB or Fuse

Loca

tion


97100174

182 94 94

P14 P15 P16 R2 R4 R5 R6 R7

110 108

Pow

er W

indo

w M

otor

LH

Pow

er W

indo

w M

otor

RH

Rad

io a

nd P

laye

r

Rhe

osta

t

Rad

iato

r F

an M

otor

Rea

r Tu

rn S

igna

l Lig

ht L

H[R

ear

Com

b. L

ight

LH

]S

top

Ligh

t LH

[Rea

r C

omb.

Lig

ht L

H]

Tail

and

Rea

r S

ide

Mar

ker

Ligh

t LH

[Rea

r C

omb.

Lig

ht L

H]

Rea

r Tu

rn S

igna

l Lig

ht R

H[R

ear

Com

b. L

ight

RH

]S

top

Ligh

t RH

[Rea

r C

omb.

Lig

ht R

H]

Tail

and

Rea

r S

ide

Mar

ker

Ligh

t RH

[Rea

r C

omb.

Lig

ht R

H]

R8

94

Rea

r Lu

ggag

e C

ompa

rtm

ent

Doo

r C

ourt

esy

SW

15A TAIL

15A RAD & CIG

7.5A GAUGE

7.5A TURN

20A WIPER

20A DEFOG

15A STOP

20A DOOR

30A POWER

7.5A PANEL

15A EFI

20A VENT

7.5A ECU–IG

7.5A ALT SENCING

30A CDS FAN

30A RDI FAN

15A FR FOG

15A HEAD (LH)

15A HEAD (RH)

10A A/C

7.5A ECU–B

7.5A AM2

15A HAZ–HORN

30A RTR

15A DOME

R1 R10 R13 R15 R24 R17 R18

97100

97100 106 109 108 106 109 104 144 170 136

Pan

el R

elay

Bac

k–U

p Li

ght L

H[R

ear

Com

b. L

ight

LH

]

Bac

k–U

p Li

ght R

H[R

ear

Com

b. L

ight

RH

]

Rea

r Lu

ggag

e C

ompa

rtm

ent

Ligh

t

Rea

r W

indo

w D

efog

ger

Rea

r W

oofe

r A

mpl

ifier

LH

Rea

r W

oofe

r A

mpl

ifier

RH

Rem

ote

Con

trol

Mirr

or L

H

Rem

ote

Con

trol

Mirr

or R

H


45

136

R19 R20 R21 R22 R23 S1 S3 S6 S7 S9 T1 T4 T5 V2 V4 V5 V6 W1

160

82 88 94100

85 90 97138

52 82 94100

48 82 90 94 97100138166

138 5870

70182 70 58 176

Rem

ote

Con

trol

Mirr

or S

W

Ret

ract

Con

trol

Rel

ay

Ret

ract

Mot

or L

H

Ret

ract

Mot

or R

H

Sta

rt In

ject

or T

ime

SW

Sta

rter

Rel

ay

Sea

t Bel

t War

ning

Rel

ay

Shi

ft Lo

ck E

CU

Sto

p Li

ght S

W

Ste

reo

Com

pone

ntA

mpl

ifier

The

ft D

eter

rent

Hor

n

Turn

Sig

nal F

lash

er

The

ft D

eter

rent

EC

U

VS

V (

for

EG

R S

yste

m)

VS

V(f

or A

/C Id

le–U

p S

yste

m)

VS

V (

for

T–V

IS)

VS

V (

for

Turb

o P

ress

ure

Con

trol

Sys

tem

)

Wat

er T

emp.

Sen

der

W2

Was

her

Mot

or

S8 S10 S11 V3 W3 W4

8590

52138 146 119

58146154

109148160

97100170

106 138 176 122 182 122 144

Ret

ract

Con

trol

Rel

ay(C

anad

a)

VS

PG

(S

peed

Sen

sor)

VS

V (

for

Fue

l Pre

ssur

e U

pC

ontr

ol S

yste

m)

Wat

er T

emp.

Sen

der

(for

Rad

iato

r F

an)

Wip

er M

otor

Def

ogge

r R

elay

Taill

ight

Rel

ay

46



Parts

Code orLocation

CB or Fuse

Loca

tion


182 182 131138

828890

Circ

uit O

peni

ng R

elay

Coo

ling

Fan

Rel

ay(f

or E

ngin

e C

ompa

rtm

ent)

EF

I Mai

n R

elay

Igni

tion

Mai

n R

elay

Fan

Mai

n R

elay

Fan

Rel

ay N

o. 1

15A TAIL

15A RAD & CIG

7.5A GAUGE

7.5A TURN

20A WIPER

20A DEFOG

15A STOP

20A DOOR

30A POWER

7.5A PANEL

15A EFI

20A VENT

7.5A ECU–IG

7.5A ALT SENCING

30A CDS FAN

30A RDI FAN

15A FR FOG

15A HEAD (LH)

15A HEAD (RH)

10A A/C

7.5A ECU–B

7.5A AM2

15A HAZ–HORN

30A RTR

15A DOME

Fan

Rel

ay N

o. 2

Fan

Rel

ay N

o. 3

Fro

nt F

og L

ight

Rel

ay

Hea

ter

Rel

ay

Hor

n R

elay

485870

58 70154

805870


48

POWER SOURCE

5

5

5

5

5

5

5

55

5

5

5

5

5

5

5

5

5

5

5

5

5

5

5

5 5 5 5 5

5 5

5 5

5 5 5

5

5

5

B 6

B 4

9 3

1 4

2

2

2

2

2

2

2

2

10 8 6 2 4

3 5

5

1

2

1

3

1

1

1

3

1

3

1

3

2

4

1

1

3

4

3

W

R–B

R–G

R–B

W

W–R

B–R

G–R

R–G

R

L–R

L–R

B–R

W–R

W–B

W–B

W

W–R

WW

W

W

W

B–O

L

W W

B–W W B

R–

L

L

W

W–B

W

B–

R

W

W

W

R

40A

AM

2

80A

AB

S

50A

AM

1

40A

HT

R

FAN MAINRELAY

10A A/C

30A CDS FAN

30A RDI FAN

15A HAZ–HORN

30A RTR

15A DOME

7. 5A AM2

7. 5A ECU–B

15A FR FOG

15A HEAD (LH)

15A HEAD (RH)

7. 5A ALTSENCING

P–

G

B

W

120A

ALT

BA

TT

ER

Y

TO

AB

SA

CT

UA

TO

R

5

7

WTO ALTERNATOR

II1

1

FL

MA

IN2.

0L

HEADLIGHTRELAY

HE

AT

ER

RE

LAY

B–RB–RIE2

1

49

2 2

1

1

1

1

2

2

2

2

2

2

2

2

1

1

1

1

1

1

1

1

I10

AM

2

AM

1

AC

C

IG1

IG2

ST

2

329

410

ST

1

II2

22

II3

13

IE44

1

B23

W

B–R

W

B–R

B–O

B–R

W–B

B–R

W–B

B–R

L–R

B–Y

L–R

L

W–L

W

W

GR

R–L

R–Y

L

B–Y

B–R

W–R

B–R

WW

B–O

B–

Y

2

1

1

1

1

2

3

5

2

2

2

3

4

4

2

2

3

4

3

1

1

1

4

IGNITION SW

IGNITIONMAIN RELAY

15A EFI

20A VENT

7. 5A ECU–IG

20A WIPER

7. 5A TURN

7. 5A GAUGE

15A RAD & CIG

15A TAIL

7. 5A PANEL(FOR CANADA)

20A DOOR

30A POWER

20A DEFOG

I11

13

R–W15A STOP

2B–R

W

50

POWER SOURCE

HEADLIGHT RELAY2– 3: CLOSED WITH LIGHT CONTROL SW AT HEAD POSITION OR DIMMER SW AT FLASH POSITION

IGNITION MAIN RELAY5– 4: CLOSED WITH IGNITION SW AT ON OR ST POSITION

FAN MAIN RELAY4– 5: CLOSED WITH IGNITION SW AT ON OR ST POSITION

: PARTS LOCATION


I11 26

: RELAY BLOCKS

CODE SEE PAGE RELAY BLOCKS (RELAY BLOCK LOCATION)

1 20 R/B NO. 1 (LEFT KICK PANEL)

2 21 R/B NO. 2 (ENGINE COMPARTMENT LEFT)

5 21 R/B NO. 5 (FRONT LUGGAGE COMPARTMENT RIGHT)



IE232 ENGINE ROOM MAIN WIRE AND COWL WIRE (LEFT KICK PANEL)


II1

II2 34 LUGGAGE ROOM WIRE AND COWL WIRE (RIGHT KICK PANEL)

II3

( )

: SPLICE POINTS

CODE SEE PAGE WIRE HARNESS WITH SPLICE POINTS CODE SEE PAGE WIRE HARNESS WITH SPLICE POINTS

I10 34 COWL WIRE B 6 36 LUGGAGE ROOM WIRE

B 4 36 LUGGAGE ROOM WIRE B23 36 ENGINE ROOM MAIN WIRE

SERVICE HINTS

52

STARTING AND IGNITION

10 9

6

AM2 IG2

ST2

II11 II313

5

5

5

55

M

E12

P

N

2

3

IE2

1

A B

E12

1

2

12

STJ STA

F3

C11

4 3

9 82 1

7. 5AAM2

40A

AM

2

BA

TT

ER

Y

STARTER

STARTERRELAY

PNS(NEUTRALSTART SW)

IGNITION SW

(A/T)

B–R

R

B–O

B–R

B–O

W

WW

B–W

B

B–R

B–R

B–R

W

B–R

B–R

B–W

W–B

2

1

IE49

STARTINJECTORTIME SW

B

R–W

R

B–R

G

R

R–W

GG

RR

I11

S 4 , S 5S 3

N 1

S 6

C 9CLUTCHSTART SW

B

R–W

R–W B

B

1 1

( M/T

)( M

/T)

(A/T)

( *4)

A B

(*4)

(A/T)

( *4)

( A/T

)

STA

EA38

A

2

10

3

11(*2)

(5S–FE A/T)

(*1)

R

R

R–W

R

(A/T)

(*4)

( *5)

R

(A/T)

E19E21

E12

R

R

(*2)

(*5)

R

I10

R FROM CRUISECONTROL ECU

CO

LDS

TA

RT

INJE

CTO

R

C2

E24G

R ( *5)

R

R

( *5)

E 3

EA15

EA17

BM14IE32

W–B

W–B

175 (USA)

(CANADA)

(A/T)(M/T)

FLM

AIN

2.0L

FL

1.0Y

BIIC

W–B

4W–B

R–B

W–B

W–B

W–B

(* 3)

JUNCTIONCONNECTOR(FOR EARTH)

(*2, EX. *3)

(EX. *2 *3)

( *2,

EX

.*3

)( E

X.

*1)

JUNCTIONCONNECTOR

J 3

J 1

TO THEFT DETERRENT ECU

IK114

R–B

R

1

( *1)

B25

BG

W–B

3B8

3D

10

J/BNO. 3

E 8 8E

I10

B26

E22 E3 E4 E5 E18

D17D18

B17B18

D20

B20

D3

B3

D4

B4B7

C22

IE4

4

II2

22 2

2 2

2

1

BG BIEA

2 1

18

5 3

3 5

1 4

2

W G R

( 3S

–GTE

)

( 5S

–FE

)

( 3S

–GTE

)

( 5S

–FE

)

( 3S

–GTE

)

( 5S

–FE

)

( 3S

–GTE

)

A1

B

2 A4

B1 B2 B4

I 2C 1

I 3 D 1 N 2

B–R

B–O

R

G

B–O

B–O

B–O

B–O

B–W B–R

B–W

B–W

B

B–R

W–B

W–BW

–B

G R

W

W–R

B–O

B–R

W–B

B–R

W–B

PCME(ENGINE AND ECT ECU (A/T)ENGINE ECU (M/T))

IGNITER DISTRIBUTOR

IGNITIONCOIL

DLC(CHECK CONNECTOR)

TO RADIATOR FANRELAY NO. 1

IGNITIONMAIN RELAY

NOISEFILTER

(A/T)

( A/T

)

( SH

IELD

ED

)

IG–

STJ IGTNSW IGF NE G1 G–

A C

2 1

4

2

TO

TA

CH

OM

ET

ER

E17

:3S

–GT

EE

7:

5S–F

E

B D E

W–B

W–B

BR

RGB

A

A

2

2

EB1

4

EB1

1

EB1

5

B–R

B–RB–R

B–R

B–R B–R

B–R

TO EFI RESISTOR(3S–GTE)TO INJECTORS(5S–FE)

E17

D5

B5

B3

A3(5S–FE)

(3S–GTE)

(3S–GTE)

(5S–FE A/T)

(5S–FE M/T)

NE– G2

E 6 , 6 , E , E 8 ,

B W

( 5S

–FE

)

53

*1 : USA (5S–FE M/T) W/O ABS, AUTO ANTENNA, THEFT DETERRENT AND POWER WINDOW*2 : (1) CANADA

(2) USA (A/T)(3) USA (M/T) W/ CRUISE CONTROL, ABS, POWER WINDOW OR WOOFER SPEAKER

*3 : W/ THEFT DETERRENT*4 : 5S–FE M/T*5 : 3S–GTE

54

STARTING AND IGNITION

IGNITION MAIN RELAY(2) 1– (2) 2 : CLOSED WITH IGNITION SW AT ON POSITION

I11 IGNITION SW10–9: CLOSED WITH IGNITION SW AT ON OR ST POSITION10–6: CLOSED WITH IGNITION SW AT ST POSITION

S 6 STARTER RELAY2–4 : CLOSED WITH A/T SHIFT LEVER IN P OR N POSITION AND IGNITION SW AT ST POSITION (A/T)2–4 : CLOSED WITH CLUTCH START SW ON POSITION AND IGNITION SW AT ST POSITION (M/T)

N 1 NEUTRAL START SW (A/T)2–3 : CLOSED WITH A/T SHIFT LEVER IN P OR N POSITION

C 9 CLUTCH START SW (M/T)1–2 : CLOSED WITH CLUTCH PEDAL FULLY DEPRESSED

C 2 COLD START INJECTOR1–2 : APPROX. 12 VOLTS WITH WHILE START INJECTOR TIME SW IS CLOSED AND STARTER CRANKING

: PARTS LOCATION


C 1 24 (5S–FE), 25 (3S–GTE) B 25 (3S–GTE) J 3 26

C 2 25 (3S–GTE) E 8 D 24 (5S–FE) N 1 24 (5S–FE)

C 9 26E 8

E 24 (5S–FE) N 2 24(5S–FE), 25 (3S–GTE)

D 1A 25 (3S–GTE) I 2 24 (5S–FE), 21 (3S–GTE) S 3 25 (3S–GTE)

D 1B 24 (5S–FE) I 3 24 (5S–FE), 21 (3S–GTE) S 4 A 24 (5S–FE), 25 (3S–GTE)

E 6A 25 (3S–GTE) I11 26 S 5 B 24 (5S–FE), 25 (3S–GTE)

E 6C 24 (5S–FE) J 1 26 S 6 24 (5S–FE), 25 (3S–GTE)

: RELAY BLOCKS






EA128 (5S–FE)

ENGINE ROOM MAIN WIRE AND ENGINE WIRE (REAR LUGGAGE COMPARTMENT LEFT)EA130 (3S–GTE)

ENGINE ROOM MAIN WIRE AND ENGINE WIRE (REAR LUGGAGE COMPARTMENT LEFT)

EA328 (5S–FE)

ENGINE WIRE AND ENGINE ROOM MAIN WIRE (R/B NO 2 INNER)EA330 (3S–GTE)

ENGINE WIRE AND ENGINE ROOM MAIN WIRE (R/B NO. 2 INNER)

EB128 (5S–FE)

ENGINE WIRE AND R/B NO 2 (R/B NO 2 INNER)EB130 (3S–GTE)

ENGINE WIRE AND R/B NO. 2 (R/B NO. 2 INNER)

IE2

IE3 32 ENGINE ROOM MAIN WIRE AND COWL WIRE (LEFT KICK PANEL)IE4

32 ENGINE ROOM MAIN WIRE AND COWL WIRE (LEFT KICK PANEL)

II134 LUGGAGE ROOM WIRE AND COWL WIRE (RIGHT KICK PANEL)


II3 34 COWL WIRE AND LUGGAGE ROOM WIRE (RIGHT KICK PANEL)

IK1 34 FLOOR WIRE AND COWL WIRE (RIGHT KICK PANEL)

BM1 36 ENGINE ROOM MAIN WIRE AND COWL WIRE (ROOM PARTITION BOARD LEFT)

: GROUND POINTS

CODE SEE PAGE GROUND POINTS LOCATION

EA28 (5S–FE)

INTAKE MANIFOLDEA30 (3S–GTE)

INTAKE MANIFOLD

IC 32 INSTRUMENT PANEL BRACE LH

BG 36 UNDER THE LEFT CENTER PILLAR

BI 36 BACK PANEL CENTER

: SPLICE POINTS


E 328 (5S–FE)

ENGINE ROOM MAIN WIREE24 30 (3S–GTE) ENGINE WIRE

E 330 (3S–GTE)

ENGINE ROOM MAIN WIREI10 34 COWL WIRE

E 728 (5S FE) B25

28 (5S–FE)

E1228 (5S–FE) B25

30 (3S–GTE)ENGINE ROOM MAIN WIRE

E17 ENGINE WIREB26

28 (5S–FE)ENGINE ROOM MAIN WIRE

E19 30 (3S–GTE)

ENGINE WIREB26

30 (3S–GTE)

E2130 (3S GTE)

SERVICE HINTS

ST

2

AM

2

9

10

5

5 2 5

5

II313 EA34 II34

IE11 IE15

EA317

EB17

IG11

EA41

6

7

I10

IG L S

ALTERNATOR

IC REGULATOR

B

7. 5AALTSENCING

A2 A3 A1 B1

FROM POWER SOURCE SYSTEM (SEE PAGE 48)

W

W

B–R Y

W W

B–R Y

B–Y W W W

W W

W

B–

Y

WW

W–R

B–YY

B–

O

W

B–O

B–O

Y

FL MAIN2. 0L

CHARGEWARNINGLIGHT[COMB. METER]

IGNITIONSW

7. 5AAM2

TOFAN MAINRELAY

7. 5AECU–IG

10

3 3 2

3

2 2 1

120

AA

LT C12I11

BATTERY

A 5 , A 6A B

IG2

E17

W–

R

FR

OM

CO

OLI

NG

FA

NE

CU

B–

Y

56

CHARGING

57

A 5(A) (ALTERNATOR)(A) 1–GROUND: 13.9–15.1 VOLTS WITH ENGINE RUNNING AT 2000 RPM AND 25°C (77°F)

13.5–14.3 VOLTS WITH ENGINE RUNNING AT 2000 RPM AND 115°C (239°F)(A) 2–GROUND: 0–4 VOLTS WITH IGNITION SW AT ON POSITION AND ENGINE NOT RUNNING

: PARTS LOCATION


A 5 A 20 (5S–FE), 21 (3S–GTE) C12 22

A 6 B 20 (5S–FE), 21 (3S–GTE) I11 22

: RELAY BLOCKS






EA324 (5S–FE)

EA326 (3S–GTE)

ENGINE WIRE AND ENGINE ROOM MAIN WIRE (R/B NO 2 INNER)

EA424 (5S–FE)


EA426 (3S–GTE)

EB124 (5S–FE)



IE1 28 ENGINE ROOM MAIN WIRE AND COWL WIRE (LEFT KICK PANEL)

IG1 28 LUGGAGE ROOM WIRE AND ENGINE ROOM MAIN WIRE (BEHIND FOOTREST)


: SPLICE POINTS


E17 26 (3S–GTE) ENGINE WIRE I10 30 COWL WIRE

11

2 3X X 9 10

A 6 C12 I11BAA 5 BLACK GRAY BLACK

76

SERVICE HINTS

58

ENGINE CONTROL (3S–GTE)

THE ENGINE CONTROL SYSTEM UTILIZES A MICROCOMPUTER AND MAINTAINS OVERALL CONTROL OF THE ENGINE. ETC. ANOUTLINE OF ENGINE CONTROL IS GIVEN HERE.

1. PTIS (INPUT SIGNALS)

(1) WATER TEMP. SIGNAL SYSTEM

THE ECTS (WATER TEMP. SENSOR) DETECTS THE ENGINE COOLANT TEMP. AND HAS A BUILT–IN THERMISTOR WITH ARESISTANCE WHICH VARIES ACCORDING TO THE WATER TEMP. THUS THE WATER TEMP. IS INPUT IN THE FORM OF ACONTROL SIGNAL TO TERMINAL THW OF THE PCME (ECU).

(2) INTAKE AIR TEMP. SIGNAL SYSTEM

THE IATS (INTAKE AIR TEMP. SENSOR) IS INSTALLED INSIDE THE AFS (AIR FLOW METER) AND DETECTS THE INTAKE AIR TEMP.,WHICH IS INPUT AS A CONTROL SIGNAL TO TERMINAL THA OF THE PCME (ECU).

(3) OXYGEN DENSITY SIGNAL SYSTEM

THE OXYGEN DENSITY IN THE EXHAUST EMISSIONS IS DETECTED AND INPUT AS A CONTROL SIGNAL TO TERMINAL OX OFTHE PCME (ECU). TO MAINTAIN STABLE DETECTION PERFORMANCE BY THE HOZS (OXYGEN SENSOR), A HEATER IS USEDFOR WARMING THE SENSOR. THE HEATER IS ALSO CONTROLLED BY THE PCME (ECU) (HT).

(4) CRANKSHAFT POSITION SIGNAL SYSTEM

CRANKSHAFT POSITION AND ENGINE SPEED IS DETECTED BY THE PICK–UP COIL INSTALLED INSIDE THE DISTRIBUTOR.CRANKSHAFT POSITION IS INPUT AS A CONTROL SIGNAL TO TERMINAL G1 AND G2 OF THE PCME (ECU), AND ENGINE SPEEDSIGNAL IS INPUT TO TERMINAL NE+ .

(5) THROTTLE POSITION SIGNAL SYSTEM

THE THROTTLE POSITION SENSOR DETECTS THE THROTTLE VALVE OPENING ANGLE, WHICH IS INPUT AS A CONTROLSIGNAL TO TERMINAL VTA OF THE PCME (ECU), OR WHEN THE VALVE IS FULLY CLOSED, TO TERMINAL IDL .

(6) VEHICLE SPEED SIGNAL SYSTEM

THE SPEED METER INSIDE THE COMBINATION METER SENDS A VEHICLE SPEED SIGNAL TO TERMINAL SPD OF THE PCME(ECU) AS A CONTROL SIGNAL.

(7) ACS (A/C SW) SIGNAL SYSTEM

THE OPERATING VOLTAGE OF THE A/C MAGNETIC CLUTCH IS DETECTED AND INPUT IN THE FORM OF A CONTROL SIGNAL TOTERMINAL AC OF THE PCME (ECU).

(8) BATTERY SIGNAL SYSTEM

VOLTAGE IS CONSTANTLY APPLIED TO TERMINAL BATT OF THE PCME (ECU). WHEN THE IGNITION SW IS TURNED TO ON,VOLTAGE FOR PCME (ECU) OPERATION IS APPLIED VIA THE EFI MAIN RELAY TO TERMINALS +B AND +B1 OF THE ECU.

(9) INTAKE AIR VOLUME SIGNAL SYSTEM

INTAKE AIR VOLUME IS DETECTED BY THE POTENTIOMETER INSTALLED INSIDE THE AIR FLOW METER AND IS INPUT AS ACONTROL SIGNAL TO TERMINAL VS OF THE PCME (ECU).

(10) STOP LIGHT SW SIGNAL SYSTEM

THE STOP LIGHT SW IS USED TO DETECT WHETHER OR NOT THE VEHICLE IS BRAKING AND THE INFORMATION IS INPUT AS ACONTROL SIGNAL TO TERMINAL STP OF THE PCME (ECU).

(11) STA SIGNAL SYSTEM

TO CONFIRM THAT THE ENGINE IS CRANKING, THE VOLTAGE APPLIED TO THE STARTER MOTOR DURING CRANKING ISDETECTED AND IS INPUT AS A CONTROL SIGNAL TO TERMINAL STA OF THE PCME (ECU).

(12) ENGINE KNOCK SIGNAL SYSTEM

ENGINE KNOCKING IS DETECTED BY THE KNOCK SENSOR AND INPUT AS A CONTROL SIGNAL TO TERMINAL KNK OF THEPCME (ECU).

(13) ELECTRICAL LOAD SIGNAL SYSTEM

THE SIGNAL WHEN SYSTEMS SUCH AS THE REAR WINDOW DEFOGGER, HEADLIGHTS, ECT. WHICH CAUSE A HIGHELECTRICAL BURDEN ARE ON IS INPUT TO TERMINAL ELS AS A CONTROL SIGNAL.

SYSTEM OUTLINE

59

2. CONTROL SYSTEM

* SMPI (EFI, ELECTRONIC FUEL INJECTION) SYSTEM

THE SMPI (EFI) SYSTEM MONITORS THE ENGINE REVOLUTIONS THROUGH THE SIGNALS EACH SENSOR (INPUT SIGNALS (1) TO(12)) INPUTS TO THE PCME (ECU). BASED ON THIS DATA AND THE PROGRAM MEMORIZED IN THE PCME (ECU), THE MOSTAPPROPRIATE FUEL INJECTION TIMING IS DECIDED AND CURRENT IS OUTPUT TO TERMINALS #1, #2, #3 AND #4 OF THE PCME(ECU), CAUSING THE INJECTORS TO OPERATE IT (TO INJECT FUEL). IT IS THIS SYSTEM WHICH, THROUGH THE WORK OF THEPCME (ECU), FINELY CONTROLS FUEL INJECTION IN RESPONSE TO DRIVING CONDITIONS.

* EI (ESA, ELECTRONIC SPARK ADVANCE) SYSTEM

THE EI (ESA) SYSTEM MONITORS THE ENGINE REVOLUTIONS USING THE SIGNALS (INPUT SIGNALS (1, 2, 4, 5, 6, 9, 11, 12)) INPUTTO THE PCME (ECU) FROM EACH SENSOR. BASED ON THIS DATA AND THE PROGRAM MEMORIZED IN THE PCME (ECU), THEMOST APPROPRIATE IGNITION TIMING IS DECIDED AND CURRENT IS OUTPUT TO TERMINAL IGT OF THE PCME (ECU). THISOUTPUT CONTROLS THE IGNITER TO PRODUCE THE MOST APPROPRIATE IGNITION TIMING FOR THE DRIVING CONDITIONS.

* FUEL PUMP CONTROL SYSTEM

THE PCME (ECU) OPERATION OUTPUTS TO TERMINAL FPR AND CONTROLS THE FUEL PUMP RELAY AND THUS CONTROLS THEFUEL PUMP DRIVE SPEED IN RESPONSE TO CONDITIONS.

* HOZS (OXYGEN SENSOR) HEATER CONTROL SYSTEM

THE HOZS (OXYGEN SENSOR) HEATER CONTROL SYSTEM TURNS THE HEATER TO ON WHEN THE INTAKE AIR VOLUME IS LOW(TEMP. OF EXHAUST EMISSIONS LOW), AND WARMS UP THE HOZS (OXYGEN SENSOR) TO IMPROVE DETECTION PERFORMANCEOF THE SENSOR. THE PCME (ECU) EVALUATES THE SIGNALS FROM EACH SENSOR (INPUT SIGNALS (1, 4, 8, 9, 11)), CURRENT ISOUTPUT TO TERMINAL HT AND CONTROLS THE HEATER.

* ISC (IDLE SPEED CONTROL) SYSTEM

THE ISC SYSTEM (ROTARY SOLENOID TYPE) INCREASES ENGINE SPEED AND PROVIDES IDLING STABILITY FOR FAST IDLE–UPWHEN THE ENGINE IS COLD AND WHEN THE IDLE SPEED HAS DROPPED DUE TO ELECTRICAL LOAD, ETC. THE PCME (ECU)EVALUATES THE SIGNALS FROM EACH SENSOR (INPUT SIGNALS 1, 4 TO 9, 13)), OUTPUTS CURRENT TO TERMINALS RSC ANDRSO AND CONTROLS THE IACV (ISC VALVE).

* EGR CONTROL SYSTEM

WITH THE EGR CONTROL SYSTEM, THE PCME (ECU) EVALUATES THE (INPUT SIGNALS (1, 4, 5, 9)) FROM EACH SENSOR,CURRENT IS OUTPUT TO TERMINAL EGR AND OPERATION OF THE VSV (FOR EGR) IS CONTROLLED.

* INTAKE AIR CONTROL SYSTEM

IN THE INTAKE AIR CONTROL SYSTEM, EACH CYLINDER IN THE INTAKE MANIFOLD IS DIVIDED INTO TWO PARTS, WITH AN INTAKEAIR CONTROL VALVE INSTALLED IN THE PASSAGE ON ONE SIDE. THE OPENING AND CLOSING OF THE VALVE PROVIDES THEMOST APPROPRIATE INTAKE AIR FLOW AND, AS WELL AS PREVENTING PERFORMANCE LOSS AT LOW SPEEDS, ALSO IMPROVESFUEL ECONOMY. THE PCME (ECU) EVALUATES THE SIGNALS FROM EACH SENSOR (INPUT SIGNALS (4, 5, 9, 12)), OUTPUTSCURRENT TO TERMINAL TVIS CONTROLS THE VSV (FOR T–VIS) AND, CARRIES OUT OPENING AND CLOSING OF THE VALVE.

3. DIAGNOSIS SYSTEMWITH THE DIAGNOSIS SYSTEM, WHEN THERE IS A MALFUNCTION IN THE PCME (ECU) SIGNAL SYSTEM, THE MALFUNCTIONINGSYSTEM IS RECORDED IN THE MEMORY. THE MALFUNCTIONING SYSTEM CAN THEN BE FOUND BY READING THE DISPLAY(CODE) OF THE CHECK ENGINE WARNING LIGHT.

4. FAIL–SAFE SYSTEMWHEN A MALFUNCTION OCCURS IN ANY SYSTEM, IF THERE IS A POSSIBILITY OF ENGINE TROUBLE BEING CAUSED BYCONTINUED CONTROL BASED ON THE SIGNALS FROM THAT SYSTEM. THE FAIL–SAFE SYSTEM EITHER CONTROLS THE SYSTEMBY USING DATA (STANDARD VALUES) RECORDED IN THE PCME (ECU) MEMORY OR ELSE STOPS THE ENGINE.

5

5

2 2 2 2 2

2 2 2

2

5 5

5

2 2 2 2 2 2

II11

EB14 EB12

IE44II313

IE4

9

E 3

B26

1

2

1

2

1

2

1

2

5 4 1

23

BG BI

1

4314

2

103 6 4 1

8 9 2

3

10

1

2

2

5 3 1 2

9

6 2R

B–O

B–O

R R R

W–R

B–Y

B–Y

W–R

W–B

B–Y

W–B

G–R

B–Y

AM2 IG2

ST2B

–RW

B–R

B–R

B–R

B–R

B–R

B–O

B–O

L–B

L–B

G–R

W–BW

–B

B–Y

B–R

W–B

W

R L B Y

B–R

B–Y

RR

W–R

W–B

15AEFI

7. 5AAM2

W–B

B–Y

40A

AM

2

W–B

W–B

B–W

W–L

R–W

G–Y

B–W

W–L

R–W

IGNITION SW CLUTCH STARTSW

IGNITIONMAINRELAY

EFI MAINRELAY CIRCUIT

OPENINGRELAY

EFI RESISTOR

BATTERY

FL MAIN2. 0L

INJE

CT

OR

NO

.1

INJE

CT

OR

NO

.2

INJE

CT

OR

NO

.3

INJE

CT

OR

NO

.4

I11 C 9

E 2

I4 I5 I6 I7

FROM POWER SOURCE SYSTEM(SEE PAGE 48)

IE21

60


1 1

A6 A12 A13 A1 A11 A4 A5

A14 B24 B25 B11 B12 B2 B1 B10

IE14

E 1

2

1

2

1

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1

2

1

E19 E23

E 2

BM16

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15ASTOP

7. 5AGAUGE

R

W–R

B–Y

L–B

G–R

B–Y

G–Y

B–W

W–L

R–W

L–B

B–Y

L–B

L–R

B–Y

W–R

R

B–Y

2 3 1

2 2

5

1 1

R–L

R–W

G–W

G–WR

W–R

B–Y

B–Y

L–W

L–B

L–B

L–B

L–B

L–B

W–B

R

G–B

L–O

R–W

W–L

B–W

G–R

G–Y

B–Y

B–Y

B–Y

L–B

FUELPUMP

FUEL PUMPRESISTOR

VS

V( F

OR

TUR

BO

PR

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SU

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CO

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VS

V( F

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T–V

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CH

EC

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NG

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WA

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HT

[CO

MB

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F 2

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C11

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E 6 , E 7 , E 8

PCME (ENGINE ECU)

A C B

AB


B9

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E25B–Y

1


J 3

I10

6(CANADA)(USA)

W–B

W–B

IC ID

W–B

A10

B23IE1

16

IH1

12

EA3

16

B2A2

A1B1

(*2)(*3)

(*2)

(*3)

STO

PLI

GH

TS

W

S9

AB

A4

B8

IE115

B20

EA112

EA115

G–W

113

J 1JUNCTIONCONNECTOR

G–W

R–L

B–Y

G–W

R–L

R–L

( *1)

( *1)

(EX. *1)

G–W

G–W

G–W

B–WB–WB–W

B–W B–W

B–W

B–W

G–W

W

FP

RFC TP

C

TVIS

RS

C

RS

O

#4

#3

#2

#1

STP

STA+B +B

1

BA

TT

AC

FROMA/C MAGNETICCLUTCH RELAY

TOA/C MAGNETICCLUTCH

IAC

V( IS

CV

ALV

E)

I1

3A9

J/BNO. 3

3D9

3C2

61

*3 : (W/O CRUISE CONTROL)*2 : (W/ CRUISE CONTROL)

*1 : (1) CANADA(2) USA WITH CRUISE CONTROL, ABS.

POWER WINDOW OR WOOFER SPEAKER

62


E18

E25

IE312

EA318

IE412

IE113

EA35

EB14

2

1

A15 C4 C12 C11

B6 B8 C6 C8 C15 B20 B3

35

1832842

432

412

694

31

1

OX VF TE1

IG–E1W+B

TO

AB

SE

CU

FR

OM

CR

UIS

EC

ON

TR

OL

EC

U

P R–L

BR

BR

G–Y

G–

Y

R

P

P W

P W R–L

BR

BR

P

B–Y

G–W

B–Y

B

B–R

R–W

B

R–W B

W

W–R

B–

Y

B–

Y

G–

W

BB

B–R

B–W

B–R

FR

OM

IGN

ITIO

NC

OIL

FR

OM

IGN

ITIO

NM

AIN

RE

LAY

TO

TA

CH

OM

ET

ER

EC

TS

( EF

IW

AT

ER

TE

MP

.S

EN

SO

R)

THROTTLE POSITIONSENSOR

( SH

IELD

ED

)

BR

BR

BR

BR

(SHIELDED)

IGNITERI 3

PCME (ENGINE ECU)

E 6 , E 7 , E 8A C B

T 2

E3

1

2

E23B–Y

VS

V( F

OR

EG

RS

YS

TE

M)

V2

(SHIELDED)

A2

IE18

FR

OM

TA

ILLI

GH

TR

ELA

Y

FR

OM

DE

FO

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SW

TO

DE

FO

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ER

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LAY3 1

2

BB

R–Y

G

R–

Y

R–Y

C1

DLC

( CH

EC

KC

ON

NE

CT

OR

)

L–B

1

FP

L–B

C14

7

TE2

HO

2S( O

XY

GE

NS

EN

SO

R)

O1

E25

(SHIELDED)

B

B

B–W

ELS

OX

AB

S

THW

IDL

TE

2

TE

1

IGF

IGT

VF

HT

VT

A

EG

R

P–L

DIO

DE

( FO

RE

LEC

TRIC

AL

IDLE

–UP

)

D2

3A2

J/BNO. 3

E17 E24

E17

E17

B14 B13 B26 B17 C13 A8 A7 A9

C1 C5 C2 C3 C9 C10 B7

2

1

IE33

II41 II42 II413

I 4

IE34 IE35 IE114

A6

A10

ID

B4 B18 B5

EA

764

23 2

1 5 1

9 14 5

14321

PCME (ENGINE ECU)

E 6 , E 7 , E 8A C B

R–L

L–B

Y–L B

L–B

L–B

R–L

L–B

BR

R–

L

B–Y

B–Y G

BR

BR

BR

BR

BR

BR

BR

R–L

L–B

R–L

BR

BR

TURBOPRESSURESENSOR

AFS(AIR FLOW METER)

TO

TU

RB

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ET

ER

[CO

MB

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ETE

R]

EG

RS

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FOR

CA

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OR

NIA

)

FR

OM

CO

LDS

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INJE

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RWGB

( SH

IELD

ED

)

( SH

IELD

ED

)

BBR

BR

BR

B L–Y

V–W

V–W

L–YB

B L–Y

V–W

V–W

BR

BR B

R

BR

BR

BR

V–WDISTRIBUTORKNOCKSENSOR

POWER STEERINGECU

CO

MB

INA

TIO

NM

ET

ER

T 3

A 4

D 1K 1

E4

E4

P 7

C11

E23

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EA111

E1

NE

EO

1

PS

VS

TH

A

TH

G

VC

PS

CT

SP

D

E2

EO

2

G1

G2

G–

KN

K

PIM

ST

J

(USA)

( US

A)

( US

A)

( US

A)

( US

A)

( US

A)

BR

63

64


EFI MAIN RELAY2– 4: CLOSED WITH IGNITION SW AT ON OR ST POSITION

E 2 EFI RESISTOR2–1, 3, 4, 6: 4–6

I 4, I 5, I 6, I 7 INJECTOR1–2: 2–4

F10 FUEL PUMP RESISTOR1–2: APPROX. 0.73

E 4 EGR GAS TEMP. SENSOR (FOR CALIFORNIA)1–2: 69.4–88.5 K 50°C, 122°F)

11.89–14.37 K (100°C, 212°F)

2.79–3.59 K (150°C, 302°F)

A15 AIR FLOW METER5–6: 200–600 MEASURING PLATE CLOSED)

20–1000 (MEASURING PLATE OPEN)5–4: 200–400 5–7: 15 K (–20°C, 4°F)

4–7 K (0°C, 32°F)2–3 K (20°C, 68°F)0.9–1.3 K (40°C, 104°F)0.4–0.7 K (60°C, 140°F)

E 2 EFI WATER TEMP. SENSOR1–2: 7.22 K (0°C, 32°F)

3.04 K (20°C, 68°F)1.41 K (40°C, 104°F)0.73 K (60°C, 140°F)0.397 K (80°C, 176°F)

T 1 THROTTLE POSITION SENSOR3–4: 3.9–7.25 K WITH CLEARANCE BETWEEN LEVER AND STOP SCREW 0 MM (0 IN.)2–4: LESS THAN 5.5 K WITH CLEARANCE BETWEEN LEVER AND STOP SCREW 0.50 MM (0.020 IN.)

WITH 0.7 MM (0.028 IN.)3–4: 0.96–1.79 K WITH THROTTLE VALVE FULLY OPEN1–4: 4.38–8.13 K 25°C, 77°F)

E 4, E 5, E 6 PCME (ENGINE ECU)VOLTAGE AT PCME (ECU) CONNECTORS

BATT –E1 : 9–14 VOLTS+B, +B1–E1 : 9–14 VOLTS (IGNITION SW ON)IDL –E2 : 9–14 VOLTS (IGNITION SW ON AND THROTTLE VALVE OPEN)VTA –E2 : 0.3–0.8 VOLTS (IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED)

3.2–4.9 VOLTS (IGNITION SW ON AND THROTTLE VALVE OPEN)VC –E2 : 4.5–5.5 VOLTS (IGNITION SW ON)VS –E2 : 3.7–4.3 VOLTS (IGNITION SW ON AND MEASURING PLATE FULLY CLOSED)

0.2–0.5 VOLTS OR LESS (IGNITION SW ON AND MEASURING PLATE FULLY OPEN)2.0–4.0 VOLTS (IDLING)1.0–2.0 VOLTS (3000RPM)

THA –E2 : 0.5–3.4 VOLTS (IGNITION SW ON AND INTAKE AIR TEMP. 20°C, (68°F))THW –E2 : 0.2–1.0 VOLTS (IGNITION SW ON AND COOLANT TEMP. 80°C, (176°F))STA –E1 : 6–14 VOLTS (CRANKING)#1, #2, #3, #4 – E01, E02 : 10–14 VOLTS (IGNITION SW ON)IGT –E1 : 0.8–1.2 VOLTS (CRANKING OR IDLING)TVIS –E1 : APPROX 2.0 VOLTS OR LESS WITH IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED (REGULAR GASOLINE)

9–14 VOLTS WITH IGNITION SW ON AND THROTTLE VALVE OPEN (REGULAR GASOLINE)APPROX 2.0 VOLTS OR LESS IDLING (PREMIUM GASOLINE)9–14 VOLTS WITH 4200 MIN–1 (PREMIUM GASOLINE)

TE1 –E1 : 9–14 VOLTS WITH IGNITION SW ON AND DLC (CHECK CONNECTOR) TE1–E1 NO CONNECTAPPROX 1.0 VOLTS OR LESS WITH IGNITION SW ON AND DLC (CHECK CONNECTOR) TE1–E1 CONNECT

AC –E1 : 9–14 VOLTS WITH IGNITION SW ON A/C SWITCH ONRSO, RSC –E1 : 9–14 VOLTS (IGNITION SW ON)PIM –E2 : 2.5–4.5 VOLTS (IGNITION SW ON)W –E1 : 9–14 VOLTS (NO TROUBLE (CHECK ENGINE WARNING LIGHT OFF) AND ENGINE RUNNING)

SERVICE HINTS

65

RESISTANCE AT PCME (ECU) CONNECTORS(DISCONNECT WIRING CONNECTOR FROM ECU)

IDL –E1 : INFINITY (THROTTLE VALVE OPEN)LESS THAN 2300 (THROTTLE VALVE FULLY CLOSED)

VTA –E2 : 3500–10000 (THROTTLE VALVE OPEN)200–800 (THROTTLE VALVE FULLY CLOSED)

VS –E2 : 200–600 (MEASURING PLATE FULLY CLOSED)20–1200 (MEASURING PLATE FULLY OPEN)

THA –E2 : 2000–3000 (INTAKE AIR TEMP. 20°C, 68°F)THW –E2 : 200–400 (COOLANT TEMP. 80°C, 176°F)G1,G2 –G– : 140–180 NE+ –G– : 180–220 RSC, RSO – +B, +B1:17.7–23.9

66


: PARTS LOCATION


A 4 25 (3S–GTE) E 8 B 25 (3S–GTE) J 3 26

C 1 25 (3S–GTE) F 1 25 (3S–GTE) K 1 25 (3S–GTE)

C 9 26 (3S–GTE) F 2 25 (3S–GTE) O 1 25 (3S–GTE)

C11 A 26 F 4 26 P 7 27

C12 B 26 I 1 25 (3S–GTE) S 9 26

D 1 25 (3S–GTE) I 3 25 (3S–GTE) T 2 25 (3S–GTE)

D 2 26 I 4 25 (3S–GTE) T 3 25 (3S–GTE)

E 2 25 (3S–GTE) I 5 25 (3S–GTE) V 2 25 (3S–GTE)



E 6 A 25 (3S–GTE) I11 26

E 7 C 25 (3S–GTE) J 1 26

: RELAY BLOCKS







3A

3C 22 COWL WIRE AND J/B NO. 3 (BEHIND COMBINATION METER)

3D

( )



EA1 30 (3S–GTE) ENGINE ROOM MAIN WIRE AND ENGINE WIRE (REAR LUGGAGE COMPARTMENT LEFT)

EA3 30 (3S–GTE) ENGINE WIRE AND ENGINE ROOM MAIN WIRE (R/B NO. 2 INNER)

EB1 30 (3S–GTE) ENGINE WIRE AND R/B NO. 2 (R/B NO. 2 INNER)

IE1



IE4

IH1 32 COWL WIRE AND A/C SUB WIRE (INSTRUMENT PANEL RIGHT)


II334 COWL WIRE AND LUGGAGE ROOM WIRE (RIGHT KICK PANEL)



: GROUND POINTS


EA 30 (3S–GTE) INTAKE MANIFOLD


ID 32 RIGHT KICK PANEL



: SPLICE POINTS


E 1 E2430 (3S GTE) ENGINE WIRE

E 2 30 (3S–GTE) ENGINE ROOM MAIN WIRE E2530 (3S–GTE) ENGINE WIRE

E 3

30 (3S GTE) ENGINE ROOM MAIN WIRE

I 434 COWL WIRE

E17 I1034 COWL WIRE

E1830 (3S–GTE) ENGINE WIRE

B20

E1930 (3S–GTE) ENGINE WIRE

B23 36 ENGINE ROOM MAIN WIRE

E23 B26

68


70

ENGINE CONTROL (5S–FE)

THE ENGINE CONTROL SYSTEM UTILIZES A MICROCOMPUTER AND MAINTAINS OVERALL CONTROL OF THE ENGINE,TRANSMISSION, ETC. AN OUTLINE OF ENGINE CONTROL IS GIVEN HERE.

1. PTIS (INPUT SIGNALS)

(1) WATER TEMP. SIGNAL SYSTEM

THE ECTS (WATER TEMP. SENSOR) DETECTS THE ENGINE COOLANT TEMP. AND HAS A BUILT–IN THERMISTOR WITH ARESISTANCE WHICH VARIES ACCORDING TO THE WATER TEMP. THUS THE WATER TEMP. IS INPUT IN THE FORM OF ACONTROL SIGNAL TO TERMINAL THW OF THE PCME (ECU).

(2) INTAKE AIR TEMP. SIGNAL SYSTEM

THE IATS (INTAKE AIR TEMP. SENSOR) IS DETECTS THE INTAKE AIR TEMP., WHICH IS INPUT AS A CONTROL SIGNAL TOTERMINAL THA OF THE PCME (ECU).

(3) OXYGEN DENSITY SIGNAL SYSTEM

THE OXYGEN DENSITY IN THE EXHAUST EMISSIONS IS DETECTED AND INPUT AS A CONTROL SIGNAL TO TERMINAL OX1 ANDOX2 (CALIFORNIA) OF THE PCME (ECU).

(4) CRANKSHAFT POSITION SIGNAL SYSTEM

CRANKSHAFT POSITION AND ENGINE SPEED ARE DETECTED BY THE PICK–UP COIL INSTALLED INSIDE THE DISTRIBUTOR.CRANKSHAFT POSITION IS INPUT AS A CONTROL SIGNAL TO TERMINAL G+ , OF THE PCME (ECU), AND ENGINE SPEED SIGNALIS INPUT TO TERMINAL NE+ .

(5) THROTTLE POSITION SIGNAL SYSTEM

THE THROTTLE POSITION SENSOR DETECTS THE THROTTLE VALVE OPENING ANGLE, WHICH IS INPUT AS A CONTROLSIGNAL TO TERMINAL VTA OF THE PCME (ECU), OR WHEN THE VALVE IS FULLY CLOSED, TO TERMINAL IDL .

(6) VEHICLE SPEED SIGNAL SYSTEM

THE SPEED METER INSIDE THE COMBINATION METER SENDS A VEHICLE SPEED SIGNAL TO TERMINAL SPD OF THE PCME(ECU) AS A CONTROL SIGNAL.

(7) NEUTRAL POSITION SIGNAL SYSTEM (A/T)

THE PNS (NEUTRAL START SW) DETECTS WHETHER THE SHIFT POSITION IS IN NEUTRAL AND PARKING OR NOT, AND INPUTSA CONTROL SIGNAL TO TERMINAL NSW OF THE PCME (ECU).

(8) A/C SW SIGNAL SYSTEM

THE A/C AMPLIFIER INPUTS THE A/C OPERATIONS TO TARMINAL ACA OF THE PCME (ECU) AS A CONTROL SIGNAL.

(9) BATTERY SIGNAL SYSTEM

VOLTAGE IS CONSTANTLY APPLIED TO TERMINAL BATT OF THE PCME (ECU). WHEN THE IGNITION SW IS TURNED TO ON,VOLTAGE FOR ECU OPERATION IS APPLIED VIA THE EFI MAIN RELAY TO TERMINALS +B AND +B1 OF THE PCME (ECU).

(10) INTAKE AIR VOLUME SIGNAL SYSTEM

INTAKE AIR VOLUME IS DETECTED BY THE MAP (VACUUM SENSOR) AND IS INPUT AS A CONTROL SIGNAL TO TERMINAL PIMOF THE PCME (ECU).

(11) STA SIGNAL SYSTEM

TO CONFIRM THAT THE ENGINE IS CRANKING, THE VOLTAGE APPLIED TO THE STARTER MOTOR DURING CRANKING ISDETECTED AND IS INPUT AS A CONTROL SIGNAL TO TERMINAL STA OF THE PCME (ECU).

(12) ELECTRICAL LOAD SIGNAL SYSTEM

THE SIGNAL WHEN SYSTEMS SUCH AS THE REAR WINDOW DEFOGGER, HEADLIGHTS, ETC. WHICH CAUSE A HIGHELECTRICAL BURDEN ARE ON IS INPUT TO TERMINAL ELS AS A CONTROL SIGNAL.

2. CONTROL SYSTEM

* MPI (EFI, ELECTRONIC FUEL INJECTION) SYSTEM

THE MPI (EFI) SYSTEM MONITORS THE ENGINE REVOLUTIONS THROUGH THE SIGNALS EACH SENSOR (INPUT SIGNALS (1) TO(12)) INPUTS TO THE PCME (ECU). BASED ON THIS DATA AND THE PROGRAM MEMORIZED IN THE PCME (ECU), THE MOSTAPPROPRIATE FUEL INJECTION TIMING IS DECIDED AND CURRENT IS OUTPUT TO TERMINALS #10 AND #20 OF THE PCME (ECU),CAUSING THE INJECTORS TO OPERATE IT (TO INJECT FUEL). IT IS THIS SYSTEM WHICH, THROUGH THE WORK OF THE PCME(ECU), FINELY CONTROLS FUEL INJECTION IN RESPONSE TO DRIVING CONDITIONS.

DURING ENGINE CRANKING (SIGNAL INPUT TO TERMINAL STA ) OR FOR APPLOX. 2 SECONDS AFTER NE SIGNAL INPUT, PCME(ECU) OPERATION ENERGIZES (POINT CLOSED) THE FUEL PUMP CIRCUIT INSIDE THE CIRCUIT OPENING RELAY, CAUSING THEFUEL PUMP TO OPERATE.

SYSTEM OUTLINE

71

* EI (ESA, ELECTRONIC FUEL ADVANCE)

THE EI (ESA) SYSTEM MONITORS THE ENGINE REVOLUTIONS USING THE SIGNALS (INPUT SIGNALS (1, 4, 5, 10, 11)) INPUT TOTHE PCME (ECU) FROM EACH SENSOR. BASED ON THIS DATA AND THE PROGRAM MEMORIZED IN THE PCME (ECU), THE MOSTAPPROPRIATE IGNITION TIMING IS DECIDED AND CURRENT IS OUTPUT TO TERMINAL IGT OF THE PCME ECU. THIS OUTPUTCONTROLS THE IGNITER TO PRODUCE THE MOST APPROPRIATE IGNITION TIMING FOR THE DRIVING CONDITIONS.

* ISC (IDLE SPEED CONTROL) SYSTEM

THE ISC SYSTEM INCREASES ENGINE SPEED AND PROVIDES IDLING STABILITY FOR FAST IDLE–UP WHEN THE ENGINE IS COLDAND WHEN THE IDLE SPEED HAS DROPPED DUE TO ELECTRICAL LOAD, ETC. THE PCME (ECU) EVALUATES THE SIGNALS FROMEACH SENSOR (INPUT SIGNALS (1, 4 TO 8, 11, 12)), OUTPUTS CURRENT TO TERMINALS ISCO AND ISCC, AND CONTROLS THE ISCVALVE.

* EGR CONTROL SYSTEM

THE EGR CUT CONTROL SYSTEM CONTROLS THE VSV (FOR EGR) BY EVALUATING THE SIGNALS FROM EACH SENSOR INPUT TOTHE PCME (ECU) (INPUT SIGNALS (1, 4, 10)) AND BY SENDING OUTPUT TO TERMINAL EGR OF THE PCME (ECU).

* A/C CUT CONTROL SYSTEM

WHEN THE VEHICLE SUDDENLY ACCELERATES FROM LOW ENGINE SPEED, THIS SYSTEM CUTS OFF AIR CONDITIONEROPERATION FOR A FIXED PERIOD OF TIME IN RESPONSE TO THE VEHICLE SPEED AND THROTTLE VALVE OPENING ANGLE INORDER TO MAINTAIN ACCELERATION PERFORMANCE.

THE PCME (ECU) RECEIVES INPUT SIGNALS (5, 6), AND OUTPUTS SIGNALS TO TERMINAL ACT.

* FUEL PRESSURE CONTROL SYSTEM

THE FUEL PRESSURE UP SYSTEM CAUSES THE VSV (FOR FUEL PRESSURE UP) TO COME ON FOR HIGH TEMP. STARTS INORDER TO INCREASE THE FUEL PRESSURE, IMPROVE STARTABILITY AT HIGH TEMPERATURES AND PROVIDE STABLE IDLING.

THE PCME (ECU) EVALUATES THE INPUT SIGNALS FROM EACH SENSOR (1, 2, 5, 11), OUTPUT CURRENT TO TERMINAL FPU ANDCONTROLS THE VSV.

3. DIAGNOSIS SYSTEMWITH THE DIAGNOSIS SYSTEM, WHEN THERE IS A MALFUNCTION IN THE PCME (ECU) SIGNAL SYSTEM, THE MALFUNCTIONSYSTEM IS RECORDED IN THE MEMORY. THE MALFUNCTIONING SYSTEM CAN THEN BE FOUND BY READING THE DISPLAY(CODE) OF THE CHECK ENGINE WARNING LIGHT.

4. FAIL–SAFE SYSTEMWHEN A MALFUNCTION OCCURS IN ANY SYSTEM, IF THERE IS A POSSIBILITY OF ENGINE TROUBLE BEING CAUSED BYCONTINUED CONTROL BASED ON THE SIGNALS FROM THAT SYSTEM, THE FAIL–SAFE SYSTEM EITHER CONTROLS THE SYSTEMBY USING DATA (STANDARD VALUES) RECORDED IN THE PCME (ECU) MEMORY OR ELSE STOPS THE ENGINE.

1 4 5

2 3

2 2 2 2 2

2 2 25

2

5

10

5

2 2 2 2

2 2

5

8

5

9

IE21

II11

EB14 EB12

BM12BM215

1

2

1

2

1

2

1

2

E 9

E 5

E 2

M

2

1

P N

IE4

9

E 3 EA3

8

IE44II313

IG2

ST2

10

6

9

IC ID BG BI

I10

B26

IGNITIONMAIN RELAY

EFIMAINRELAY

CIRCUITOPENINGRELAY

7. 5AAM2

15AEFI

FUELPUMP

BATTERY

FL MAIN2. 0L

INJE

CTO

RN

O.

1

INJE

CTO

RN

O.

2

INJE

CTO

RN

O.

3

INJE

CTO

RN

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4

40A

AM

2

CLUTCH STARTSW (M/T)

PNS(NEUTRALSTART SW)

(A/T)

IGNITION SW

(A/T)(M/T)

2

4 1 3 4

1

1 2

5 3 1 2

2

21

3

2

AM2

BB

B R

B–Y

B–Y

W–B

W–R

B–O

B–O

B–R

B–

R

B–R

B–R

W–B

B–R

B–R B

–Y

W–B

W–B

G–

R

L–B

L–B

W

B–Y

W–R

B

R–W

R–W

RRRR

R

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B–RB–O W–R

B–Y

W–BB–R

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L–B

B–Y

W

B–R

W

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WW

W

W

B–RB

–R

B–R

B–R

L–B

W–B

W–B

W–B

W–B

W

I7I6 I5I4

F 4

N 1

C 9I11

R–W

R (M/T)

(A/T)

( M/T

)

( A/T

)

(A/T)FROM POWER SOURCESYSTEM (SEE PAGE 48)

R–W (M/T)

(A/T)(M/T)(M/T)

W–B

W–B


J 3 4

E 3R–W R–W

(A/T) (A/T)

EB15

W–B

B–R

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6(CANADA)(USA)

EA15

B–R

(M/T)(M/T)

72


2

1 3

2

1

2

1

IE18

1

E10 E16

B7

A12

B1

A13

B2

A1

E2

A11 A22

B12

A2

A14

B4

D10

E10

D9

E9

D23

E23

D8

E14

E

11

E25

D12

E12

F15

C15

F8

C3

EB1

8

E 1

FROMTAILLIGHTRELAY

7. 5AGAUGE

(A/T)

(M/T)

DIODE(FOR ELECTRICALIDLE–UP SYSTEM)

8 3 18

6 41

3

1

FROMDEFOGGERSW

2

B–Y

W–R

B

R–W

R–W

G

R–Y

G–R

B

R–L

R–W

R–W

B–Y

B–Y

W–R

BB

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WWG–B

L–OGR

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1

2

( A/T

)

( M/T

)

( A/T

)

(A/T)

(M/T)

(A/T)

L–B

B–Y

W

W

B–Y B–Y

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BR

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)

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E 6 , E 6 , E 7 , E 7 , E 8 , E 8

I1

D 2

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1 13

(*1) (*1)

(EX. *1)

CHECK ENGINEWARNING LIGHT[COMB. METER]

BC11 , C12A

G–W

JUNCTIONCONNECTOR

J 1

PCME(ENGINE AND ECT ECU (A/T) OR ENGINE ECU (M/T))

B–W

FR

OM

IGN

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VS

V( F

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A/C

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3D9

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3A

2

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J/BNO. 3

73

*1 : CANADAUSA (A/T)USA (M/T) WITH CRUISE CONTROL, ABS, POWER WINDOW OR WOOFER SPEAKER

74


II41 II42 II413

IE114

E11 E14

E16

E10

E11

E 5

I10

2

1

16 C

16 F

9 C

9 F

13 C

10 F

2 C

2 F

11 C

1 F

12 C

12 F11 F

5 F

1 C

6 F

6 C

3 D

3 E

20 D

22 C

5 D

17 E

18 D

5 E

17 D

18

16 A

7 E

15 A

21 E

9 A

11 B

ID

2 5 3

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11 1 2 2 34

9 14 54

BR

BR

B–Y

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BR

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R

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V–W

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BR

BR

B B

B

BR BR BR BR

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V–W

B–W

BR

B

BR

BR

MAP(VACUUM SENSOR)

THROTTLEPOSITIONSENSOR(A/T)

EG

RS

( EG

RG

AS

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MP

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( FO

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IA)

FROMCRUISECONTROL ECU

B L–Y

V–W

TOTACHOMETER

DISTRIBUTOR

PO

WE

RS

TE

ER

ING

EC

U

IGNITER

DX

YG

EN

SE

NS

OR

( MA

IN)

OX

YG

EN

SE

NS

OR

( SU

B)

VC VTA IDL E2

I 3 D 1

P7

T 2V 1

O1

O2

E4

E

(SH

IELD

ED

)

( SH

IELD

ED

)

( SH

IELD

ED

)

EA35

IE113

BBE 5

B–R

D4

E4

EA13 EA12

IE34 IE35

( M/T

)

( M/T

)

B L–Y

B B

( M/T

)

( M/T

)

( US

A)

( US

A)

( US

A)

( US

A)

( US

A)

A6

A10

(USA)

B

W

OX

2

OX

1

IGF

IGT

TH

G

PIM VC

VT

A

IDL

SP

D

E21 E2

NE

–

NE

+

G+

G–

B L–Y

( A/T

)

( A/T

)

1

COMBINATIONMETER

C11

C10

PS

PS

CT

BR

BR

B

IDU

P

EF

I

SP

D

E11

E 7

E 5

E

D14

E24

D13

E13

D26

E26

E16

EA

BR

BR

BR

BR

BR

BR

BR

BR

BR

BR

BR

BR

BR

(SHIELDED)

E 6 , E 6 , E 7 , E 7 , E 8 , E 8

PCME(ENGINE AND ECT ECU (A/T) OR ENGINE ECU (M/T))

A B F C D

F13

C5

B6

A21

B3

A8

C4

F4

C3

F3

C14

A3

2

1 2

1

EA315

E 3EA3

14

BM2

17

BM1

7

IH1

1

21

BM18BM22

IH1

20

EA16

IH117 IH115

BM1(M/T) 6BM2(A/T)16 IE38

R–W

R–W

( M/T

)( M

/T)

BR

BR

BR BR BR Y–G

W–LR–W

BR

P–G

B–

W

P–

G

B–

W

P–G

BR

YY

R

B

TH

W

TH

A

TH

E

AC

A

EO

2

EO

1

E1

R–W

AC

A

(M/T)(A/T)

EC

TS

( EF

IW

AT

ER

TE

MP

.S

EN

SO

R)

E3

IAT

S( I

NA

IRT

EM

P.

SE

NS

OR

)

I8

A14A/C THERMISTOR

A/C AMPLIFIERA 9

AC

T

2 10

( A/T

)

AC

T

KN

K

(A/T)

(M/T)

(A/T)

(M/T)

( SH

IEL

DE

D)

KNOCKSENSOR

K 1

1

(SHIELDED)

(SHIELDED)

(M/T) (A/T)

75

76


E 6, E 7, E 8 PCME (ENGINE ECU (M/T) OR ENGINE AND ECT ECU (A/T))

VOLTAGE AT PCME (ECU) WIRING CONNECTORSBATT –E1 : ALWAYS 9.0–14.0 VOLTS+B –E1 : 9.0–14.0 VOLTS (IGNITION SW AT ON POSITION)+B1 –E1 : 9.0–14.0 VOLTS (IGNITION SW AT ON POSITION)IDL –E2 : 9.0–14.0 VOLTS (IGNITION SW ON AND THROTTLE VALVE OPEN)VC –E2 : 4.5–5.5 VOLTS (IGNITION SW AT ON POSITION)VTA –E2 : 0.3–0.8 VOLTS (IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED)

: 3.2–4.9 VOLTS (IGNITION SW ON AND THROTTLE VALVE OPEN)PIM –E2 : 3.3–3.9 VOLTS (IGNITION SW AT ON POSITION)#10, #20 – E01, E02 : 9.0–14.0 VOLTS (IGNITION SW AT ON POSITION)THA –E2 : 0.5–3.4 VOLTS (IGNITION SW ON AND INTAKE AIR TEMP. 20°C, 68°F)THW –E2 : 0.2–1.0 VOLTS (IGNITION SW ON AND COOLANT TEMP. 80°C, 176°F)STA –E1 : 6.0–14.0 VOLTS (ENGINE CRANKING)IGT –E1 : 0.8–1.2 VOLTS (ENGINE CRANKING OR IDLING)W –E1 : 9.0–14.0 VOLTS (NO TROUBLE AND ENGINE RUNNING)ACT –E1 : 4.5–5.5 VOLTS (IGNITION SW ON AND AIR CONDITIONING ON)ACA –E1 : 0–3.0 VOLTS (IGNITION SW ON AND AIR CONDITIONING ON)ISCC, ISCO–E1 : 9.0–14.0 VOLTS (IGNITION SW AT ON POSITION)TE1 –E1 : 9.0–14.0 VOLTS (IGNITION SW ON AND DLC (CHECK CONNECTOR) TE1–E1 NOT CONNECTED)

0–3.0 VOLTS (IGNITION SW ON AND DLC (CHECK CONNECTOR) TE1–E1 CONNECTED)NSW –E1 : 0–3.0 VOLTS (IGNITION SW ON AND PNS (NEUTRAL START SW) POSITION P OR N RANGE)

9.0–14.0 VOLTS (IGNITION SW ON AND PNS (NEUTRAL START SW) EX. POSITION P OR N RANGE)

RESISTANCE AT PCME (ECU) WIRING CONNECTORS(DISCONNECT WIRING CONNECTOR)

IDL –E2 : INFINITY (THROTTLE VALVE OPEN)2.3 K OR LESS (THROTTLE VALVE FULLY CLOSED)

VTA –E2 : 3.3–10.0 K (THROTTLE VALVE FULLY OPEN)0.2–0.8 K (THROTTLE VALVE FULLY CLOSED)

VC –E2 : 3.0–7.0 KTHA –E2 : 2.0–3.0 K (INTAKE AIR TEMP. 20°C, 68°F)THW –E2 : 0.2–0.4 K (COOLANT TEMP. 80°C, 176°F)G+ – G– : 0.17–0.21 KISCC, ISCO–+B, +B1: 19.3–22.3

: PARTS LOCATION


A 9 26E 7

C 24 (5S–FE) J 1 26

A14 26E 7

F 24 (5S–FE) J 3 26

C 1 24 (5S–FE)E 8

D 24 (5S–FE) K 1 24 (5S–FE)

C 9 26E 8

E 24 (5S–FE) N 1 24 (5S–FE)

C10 C 26 F 4 26 O 1 24 (5S–FE)

C11 A 26 I 1 24 (5S–FE) O 2 24 (5S–FE)

C12 B 26 I 3 24 (5S–FE) P 7 27

D 1 24 (5S–FE) I 4 24 (5S–FE)T 2

A 24 (5S–FE)

D 2 26 I 5 24 (5S–FE)T 2

B 24 (5S–FE)

E 3 24 (5S–FE) I 6 24 (5S–FE) V 1 24 (5S–FE)

E 4 24 (5S–FE) I 7 24 (5S–FE) V 2 24 (5S–FE)

E 6A 24 (5S–FE) I 8 24 (5S–FE) V 3 24 (5S–FE)

E 6B 24 (5S–FE) I11 26 V 4 24 (5S–FE)

: RELAY BLOCKS







3A


3D

( )

SERVICE HINTS

77

: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESSCODE SEE PAGE JOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)EA1 28 (5S–FE) ENGINE ROOM MAIN WIRE AND ENGINE WIRE (REAR LUGGAGE COMPARTMENT LEFT)

EA3 28 (5S–FE) ENGINE WIRE AND ENGINE ROOM MAIN WIRE (R/B NO. 2 INNER)

EB1 28 (5S–FE) ENGINE WIRE AND R/B NO. 2 (R/B NO. 2 INNER)

IE1



IE4






BM2 36 COWL WIRE AND ENGINE ROOM MAIN WIRE (ROOM PARTITION BOARD LEFT)

: GROUND POINTS

CODE SEE PAGE GROUND POINTS LOCATIONEA 28 (5S–FE) INTAKE MANIFOLD





: SPLICE POINTS

CODE SEE PAGE WIRE HARNESS WITH SPLICE POINTS CODE SEE PAGE WIRE HARNESS WITH SPLICE POINTSE 1 E11

E 2 28 (5S–FE) ENGINE ROOM MAIN WIRE E1428 (5S FE) ENGINE WIRE

E 328 (5S FE) ENGINE ROOM MAIN WIRE

E1528 (5S–FE) ENGINE WIRE

E 5 E16

E 728 (5S FE) ENGINE WIRE

I10 34 COWL WIRE

E 928 (5S–FE) ENGINE WIRE

B2036 ENGINE ROOM MAIN WIRE

E10 B2636 ENGINE ROOM MAIN WIRE

78


80

ENGINE COMPARTMENT COOLING FAN (3S–GTE)

2 2 1 2

2 2

2 2

EB17

II313

IE112EB16

M

1

2

E17

EA

2 1

B4

A10

AM2

ST2

10 9

I10

IE44

EB1

3

7. 5AAM2

20AVENT

7. 5AGAUGE

7. 5AECU–IG

IGNITION SW

COOLINGFAN RELAY(FOR ENGINECOMPARTMENT)

TOFAN MAIN RELAY

TOALTERNATOR

COOLING FAN ECU(FOR ENGINE COMPARTMENT)

ENGINE COMPARTMENTTEMP. SENSOR(FOR COOLING FAN)

COOLINGFAN MOTOR(FOR ENGINECOMPARTMENT)

COOLING FANWARNING LIGHT[COMB. METER]

JUNCTIONCONNECTOR


6 5 1

9 7 2 3

B–O

B–Y

B–R

B–R

R–L

B–Y

R–L

B–Y

B–O

B–R

B–O

B–O

B–R

L–W

L–W

B–Y

L–Y

L–B

G–W

B–R

LL–

W

L–O

L–O

LL

W–B

2 3

1 4

2 2 1 2

3 1 2 3

C 4

E 5

C10 , C11

I11

A B

IG2

C 3

13

1

R–L

J 1

R–L

( EX

.*1

)

( *1)

( *1)

* 1 : (1) CANADA. (2) WITH CRUISE CONTROL, ABS,


EA15

EA13 EA14

3A9

3D9

J/BNO. 33C

2

81

COOLING FAN RELAY1–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON OR ST POSITION3– 4 : OPEN WITH IGNITION SW AT ON OR ST POSITION AND ENGINE COMPARTMENT TEMP. BELOW 55°C (131°F)

C 3 COOLING FAN ECU1–GROUND: ALWAYS CONTINUITY3–1 : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION9–1 : 0 VOLTS WITH IGNITION SW AT ON OR ST POSITION AND ENGINE COMPARTMENT TEMP. MORE THAN 70°C

(158°F)

: PARTS LOCATION


C 3 25 (3S–GTE) C11 B 26 J 1 26

C 4 25 (3S–GTE) E 5 25 (3S–GTE)

C10 A 26 I11 26

: RELAY BLOCKS






3A


3D

( )




EB1 30 (3S–GTE) ENGINE WIRE AND R/B NO. 2 (R/B NO. 2 INNER)




: GROUND POINTS


EA 30 (3S–GTE) INTAKE MANIFOLD

: SPLICE POINTS


E17 30 (3S–GTE) ENGINE WIRE I10 34 COWL WIRE

1 2

5

3 X

6 7 X 9 X

21

1 2X X 9 10

C 3 C 4 C10 C11

E 5 I11

A BBROWN

BLACKBLACK

GRAY

4X X 10

BLUEGRAY

1 X

13

J 1

X

SERVICE HINTS

R2

1 3

2

2 3

1 5

1

2

1

21 2

1

5 5

1 5

51

5

5 5

1 1 5 5

55

II315

II32 II23 II310 II315II314

II312 II39

II222

B 3

B2 C4

A4

C2

A2

C10

C

10

1

A17 A13

C13

A14

C14

A15

C15 B1

A18

C18


7. 5AGAUGE

15ATAIL

15AFR FOG

FR

OM

HE

AD

LIG

HT

S

TAILLIGHTRELAY

HE

AD

LIG

HT

RE

LAY

BATTERY

FL MAIN2. 0L

120A

ALT

50A

AM

2

CONTROLCIRCUIT

FO

GLI

GH

TS

W

DOORCOURTESYSW LH

FOG LIGHTSW

FOG LIGHTRELAY

LIG

HT

CO

NT

RO

LS

W

OFF

TAIL

HEAD

IC BF

(USA)

(USA)

(CANADA)

(CANADA)

W

WW

R–B

R–B

R–Y –L LG

G

R W–R

W

R

G–Y

R–L LG

R–L

R

LG–R

R–W R

G–W

W–B

R–B

R–B

G–Y

LG–R

R

R

G–W

R–W

W

R–B

G–Y

WW

W

W–B

W–B

10

11

1 1 2

23

2 13

4 2 1

15

28

W–B

( CA

NA

DA

)

(CANADA)


1

(CANADA)

( US

A)

( US

A)

(CANADA)

( US

A)

COMBINATION SW

LIGHT RETAINERRELAY[RETRACT CONTROLRELAY]

C15

D10

J 3

R20 , 1

F 3

F3

A

A B

B11

BE

R

W–B

W–B

W–B

R

(* 1)

(EX. *1

R–Y

R

R–Y

( A/T

)

( M/T

)

( US

A)

( US

A)

( CA

NA

DA

)

( CA

NA

DA

)

3A9

3C7

R

J/BNO. 3

3D6

3D

5

) (EX. *1)

J/BNO. 3

3D

12

J/BNO. 3

3C

11

82

LIGHT AUTO TURN OFF* 1 : CANADA

USA (A/T)USA (M/T) WITH CRUISE CONTROL, ABS,POWER WINDOW OR WOOFER SPEAKER

83

WITH THE IGNITION SW TURNED ON, THE CURRENT FLOWS TO TERMINAL (A) 4 (CANADA), (F) 4 (USA) OF THE RETRACT CONTROLREALY THROUGH ECU–IG FUSE.

VOLTAGE IS APPLIED AT ALL TIMES TO TERMINAL (A) 2 (CANADA), (F) 2 (USA) OF THE RETRACT CONTROL REALY. THROUGH THETAILLIGHT RELAY COIL, AND TO TERMINAL (A) 10 (CANADA), (F) 10 (USA) THROUGH THE HEADLIGHT RELAY COIL.

1. NORMAL LIGHTING OPERATION<TURN TAILLIGHT ON>

WITH LIGHT CONTROL SW TURNED TO TAILLIGHT POSITION, A SIGNAL IS INPUT INTO TERMINAL (A) 13 (CANADA), (F) 13 (USA) OFTHE RETRACT CONTROL RELAY. ACCORDING TO THIS SIGNAL, THE CURRENT FLOWING TO TERMINAL (A) 2 (CANADA), (F) 2 (USA)OF THE RELAY FLOWS FROM TERMINAL (A) 18 (CANADA), (F) 18 (USA) → TO GROUND AND TAILLIGHT RELAY CAUSES TAILLIGHTTO TURN ON.

<TURN HEADLIGHT ON>

WITH LIGHT CONTROL SW TURNED TO HEADLIGHT POSITION, A SIGNAL IS INPUT INTO TERMINALS (A) 13 (CANADA), (F) 13 (USA)AND (A) 14 (CANADA), (F) 14 (USA) OF THE RETRACT CONTROL REALY. ACCORDING TO THIS SIGNAL, THE CURRENT FLOWING TOTERMINAL (A) 10 (CANADA), (F) 10 (USA) OF THE RELAY FLOWS TO TERMINAL (A) 18 (CANADA), (F) 18 (USA) → TO GROUND IN THEHEADLIGHT CIRCUIT, AND CAUSES TAILLIGHT AND HEADLIGHT RELAY TO TURN THE LIGHT ON. THE TAILLIGHT CIRCUIT IS SAMEAS ABOVE.

2. LIGHT AUTO TURN OFF OPERATIONWITH LIGHTS ON AND IGNITION SW TURNED OFF (INPUT SIGNAL GOES TO TERMINAL (A) 4 (CANADA), (F) 4 (USA) OF THE RELAY),WHEN DOOR ON DRIVER’S SIDE IS OPENED (INPUT SIGNAL GOES TO TERMINAL (A) 15 (CANADA), (F) 15 (USA) OF THE RELAY), THERELAY OPERATES AND THE CURRENT IS CUT OFF WHICH FLOWS FROM TERMINAL (A) 2 (CANADA), (F) 2 (USA) OF THE RELAY TOTERMINAL (A) 18 (CANADA), (F) 18 (USA) IN TAILLIGHT CIRCUIT AND FROM TERMINAL (A) 10 (CANADA), (F) 10 (USA) TO TERMINAL(A) 18 (CANADA), (F) 18 (USA) IN THE HEADLIGHT CIRCUIT.

AS A RESULT, ALL LIGHTS ARE TURNED OFF AUTOMATICSLLY.

R20 (A) LIGHT RETAINER RELAY [RETRACT CONTROL RELAY] (USA)(A) 4–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION(A) 2–GROUND : ALWAYS APPROX. 12 VOLTS(A)10–GROUND : ALWAYS APPROX. 12 VOLTS(A)15–GROUND : CONTINUITY WITH DRIVER’S DOOR OPEN(A)18–GROUND : ALWAYS CONTINUITY(A)13–GROUND : CONTINUITY WITH LIGHT CONTROL SW AT TAIL OR HEAD POSITION(A)14–GROUND : CONTINUITY WITH LIGHT CONTROL SW AT HEAD POSITION(A)17–GROUND : APPROX. 12 VOLTS WITH LIGHT CONTROL SW AT HEAD POSITION, DIMMER SW AT LOW POSITION AND FOG

LIGHT SW ON

R20 (C), R21(B) LIGHT RETAINER RELAY [RETRACT CONTROL RELAY] (CANADA)(C) 4–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION(C) 2–GROUND : ALWAYS APPROX. 12 VOLTS(C)10–GROUND : ALWAYS APPROX. 12 VOLTS(C)15–GROUND : CONTINUITY WITH DRIVER’S DOOR OPEN(C)18–GROUND : ALWAYS CONTINUITY(C)13–GROUND : CONTINUITY WITH LIGHT CONTROL SW AT TAIL OR HEAD POSITION(C)14–GROUND : CONTINUITY WITH LIGHT CONTROL SW AT HEAD POSITION(B) 1–GROUND : CONTINUITY WITH FOG LIGHT SW ON(B) 2–GROUND : ALWAYS APPROX. 12 VOLTS

SYSTEM OUTLINE

SERVICE HINTS

84

LIGHT AUTO TURN OFF

: PARTS LOCATION


C15 26 J 3 26 R21 B 27

D10 27R20

A 27

F 3 26R20

C 27

: RELAY BLOCKS






3A


3D

22 COWL WIRE AND J/B NO. 3 (BEHIND COMBINATION METER)





: GROUND POINTS



BE 32 FRONT RIGHT FENDER

BF 34 FRONT LEFT FENDER

: SPLICE POINTS


B 3 36 LUGGAGE ROOM WIRE B11 36 LUGGAGE ROOM WIRE

85

HEADLIGHT (FOR USA)

HEADLIGHT RELAY(5) 2– (5) 3: CLOSED WITH LIGHT CONTROL SW AT HEAD POSITION OR DIMMER SW AT FLASH POSITION

: PARTS LOCATIONCODE SEE PAGE CODE SEE PAGE CODE SEE PAGE

C11 B 26 H 2 27 R22 27

C12 A 26 H 3 27 R23 27

C14 B 26 J 3 26

C15 A 26 R20 27

: RELAY BLOCKS





3C22 COWL WIRE AND J/B NO 3 (BEHIND COMBINATION METER)

3D22 COWL WIRE AND J/B NO. 3 (BEHIND COMBINATION METER)

: CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESSCODE SEE PAGE JOINING WIRE HARNESS AND WIRE HARNESS (CONNECTOR LOCATION)


: GROUND POINTS


IB 32 LEFT KICK PANEL




: SPLICE POINTS


I 2 B 3

I 5 34 COWL WIRE B11 36 LUGGAGE ROOM WIRE

I10 B13

SERVICE HINTS

5

5

5 5

2 1

3

2 1

3

II26

B11

B 3

I10

I 5 II2

3

A

10

B1

II2

13

ICIB

II25

15AHEAD (LH)

15AHEAD (RH)

HIGH BEAMINDICATOR LIGHT[COMB. SW]

BATTERY

10

1 3

8

2 2

I 2

A9 A11 B20

A

12 A13 A14 A3

HOLD

TAIL

HEAD

FLASH

LOW

HIGH

LIG

HT

CO

NT

RO

LS

WD

IMM

ER

SW

R–G

R–BWW

R–Y

R–L

R–L

R–Y

R–Y R R R R

W

R–L

R–

LW

–B

W–B

W–B

W–B

R

RR

W–B

R–L

R

R

R

R–Y

R–L

W

W

(*1)

( EX

.*1

)

( EX

.*1

)

( *1)

(* 1)

(EX. *1)

HEADLIGHTLH

HEADLIGHTRH

COMBINATION SW

FL MAIN2. 0L

C14 , C15

A

B

C11 , C12

A

B

W–B

H 2 H 3

W–B


J 3

4 1

OFF

3C

10

3C11

J/BNO. 3

3D6

3D4

3D

5

J/B

NO

.3

86

HEADLIGHT (FOR USA) *1 : (1) A/T(2) WITH CRUISE CONTROL, ABS, POWER WINDOW OR

WOOFER SPEAKER

5

55 5

B13

B13M

UP

DOWNM

DOWN

UP

BF BE

30ARTR

5 5

33 1

3

1

2 424

22

1

3

HEADLIGHTRELAY

RETRACT CONTROLRELAY

RETRACT MOTORLH

RETRACT MOTORRH

R

R–G

L R G

W–RYL

W–BR

RL

L Y

W–B

W–B

R R

W–R

W

W W

R

Y

L

Y

L

R20

R22 R23

5

5

3 18 9 1 6 5 7 16

14

10 8

B11

W–B

W–B

W–B

87

5 5 5

55

5 5

II26II23

II315

II314

B11

B 5

I 5

B16

2

1

2

1

2 1

3

2 1

3

1 3 1

3 1

11

12 14 13

14

2 4

222

17

IB IC BF BE

I 2

9


15AFR FOG

15AHEAD (RH)

15AHEAD (LH)

LIGHT CONTROLSW ” HEAD”

DIMMER SW” HIGH”

HEADLIGHTLH

HEADLIGHTRH FOG LIGHT

RELAY


COMBINATION SW

FO

GLI

GH

TLH F

OG

LIG

HT

RH

FOG

LIG

HT

SW

R–B

G–Y R

G–Y

R–B

R–B

R RW

–B

W–B

W–B

W–B

R

R

R

RRR–Y

R–Y

R–Y

R–Y R

–L

R–Y

R–L

R–B

R–G

R R

R–Y

R–Y

W–B

R

R

W–B

(*1)

C15

R20

H 2 H 3

F6

F7

F3

(EX. *1)

(EX. *1)

( *1)

( *1)

41


J 3

R–Y

( M/T

)

( A/T

)

B16

B11

W–B

W–B

W–B

W–B

( EX

.*1

)

W–B

2

1

B 4

II44

A5

B1

RR

W–B

R–Y

FO

GLI

GH

TIN

DIC

AT

OR

LIG

HT

[CO

MB

.M

ETE

R]A

C11

,C

12B

3D6

3D

4

3D

5 J/BNO. 3

3C11

J/BNO. 3 3C

10

88

FOG LIGHT (FOR USA)* 1 : (1) A/T

(2) WITH CRUISE CONTROL, ABS POWER WINDOW ORWOOFER SPEAKER

89

C15 COMBINATION SW9–12: CLOSED WITH DIMMER SW AT HIGH OR FLASH POSITION

FOG LIGHT RELAY(5) 4– (5) 3 : CLOSED WITH LIGHT CONTROL SW AT HEAD POSITION, DIMMER SW AT LOW POSITION AND FOG LIGHT SW ON


C15 26 F 7 27 J 3 26

F 3 26 H 2 27 R20 27

F 6 27 H 3 27

: RELAY BLOCKS





3C22 COWL WIRE AND J/B NO 3 (BEHIND COMBINATION METER)






: GROUND POINTS






: SPLICE POINTS


I 234 COWL WIRE

B 5

I 534 COWL WIRE

B11 36 LUGGAGE ROOM WIRE

B 4 36 LUGGAGE ROOM WIRE B16

X X

11X 9 12 13 14

1 2 X

X 14 17

C15

R20F 3 F 6, F 7 H 2, H 3

BLACK

1

X

J 3

4

1

2 3

BLACK

1 2

BLACK

1 5

B AC11 C12BLUE GRAY

SERVICE HINTS

5

5 5

5 555

2 1

3

2 1

3

5

I 5 II2

3

B11

B 3

I10 II2

5

IB

1

2

I 2

B1A3 A18

II315

B20A9A11

II2

13

B3

A13A14

A3A12A14A2A13

A10

A

10

B1

3113

10

2 2228

15AHEAD(RH)

15AHEAD(LH)

HEADLIGHTRELAY

FL MAIN2. 0L

120A

ALT

50A

AM

1

5

OFF

HOLD

TAIL

HEAD

FLASH

LOW

HIGH

LIG

HT

CO

NTR

OL

SW

DIM

ME

RS

W

W

R–L

R–B

R–G

R–LR

–YR–W

LG–R

R–W

R

R–Y

R–L

R–L

R–Y

R

W–R

R

W

W

W

W

W

R–W R

R–L R–L

R

LG–RII3

2LG–R

R–L

R R

W–B

W–B

G–W

W–B

G–W

W–B

W–B

W–B

R

W–B

FOG LIGHTSW

CO

MB

INA

TIO

NM

ET

ER

BA

TTE

RY

COMBINATION SW

F 3

C14 , C15

C11

,C

12

A

BA

B

H

T

LO

HLD SWFG GND

BRK

R–L

II26

R–Y

H2

HE

AD

LIG

HT

LH

HE

AD

LIG

HT

RH

H3

A12

B 7

TO

BR

AK

EF

LUID

LEV

EL

SW

FR

OM

BR

AK

EW

AR

NIN

GLI

GH

T[C

OM

B.

ME

TE

R]

R–W

R–W

R–W

RL

II216

R–W

W–B

W–B

IC

W–B

W–B1

6JUNCTIONCONNECTOR(FOR EARTH)

A5

HIG

HB

EA

M

FO

G

R

R

J 3

3D

3C11

J/BNO. 3

12

3C10

90

HEADLIGHT AND FOG LIGHT (FOR CANADA)

BF

MUP

DOWN

5

4 2

3

1

M

DOWN

UP

5

2 41

3

BE

B13

B13

B4 A9 A1 A6 A5 A7 A16

A4 A8 A2

B2

2

1

2

1

B16

2 3

1 5

5 5

2 3

1 5

5 1 5

5 5

5111 151

II2

22

B 4

B 3

II312II39

15AFR FOG

30ARTR

7. 5AGAUGE

TAILLIGHTRELAY 15A

TAIL


2 3 4 1

1 2 1 2

YL L R G

W–RY

W–B W

–B

R RR

L

Y

L

Y

R

RETRACTMOTOR LH

RETRACTMOTOR RH

R23R22

FR

OM

ALT

ER

NA

TO

R”

L”

TO

TAIL

LIG

HT

S

DAYTIME RUNNINGLIGHT RELAY[RETRACT CONTROL RELAY]

FOG LIGHTRELAY

R–G

GLGLG

R–L

R–L

R–L

R–B

R–B

R–B

R

W

W W

W

W

W W

G–Y

W

WG

–Y

A B

RTIG PB

RDRL

SUP SDWNPKB MLH LSL LSR MRH

RETRACT CONTROLCIRCUIT

II411

Y

DELAYMEMORY

LB5

II413

I 4

1

R–B

R–B

R–B

FRO

MA

BS

EC

U

P1

FO

GLI

GH

TLH

FO

GLI

GH

TR

H

F6

F7

R–B

PA

RK

ING

BR

AK

ES

W

R20 , R21

W–B

W–B

W–B W–BB11 B16

W–B W–B

W–B

B 4II4

4 RR R

3A9

3C

7J/BNO. 3

91

92

HEADLIGHT AND FOG LIGHT (FOR CANADA)

CURRENT FROM THE BATTERY FLOWS CONTINOUSLY FROM FL 2.0L → ALT FUSE → AM1 FUSE→ TALLIGHT RELAY (COIL SIDE) →TERMINAL RT OF THE RETRACT CONTROL RELAY, FL 2.0L → ALT FUSE → AM1 FUSE → FOGLIGHT RELAY (COIL SIDE) → TERMINALRDRL OF RETRACT CONTROL RELAY.

WHEN THE IGNITION SW IS TURNED ON, THE CURRENT FLOWING THROUGH THE GAUGE FUSE TO TERMINAL IG OF THE RETRACTCONTROL RELAY.

DAYTIME RUNNING LIGHT OPERATION

WHEN THE ENGINE IS STARTED, VOLTAGE IS GENERATED AT TERMINAL “L” OF THE ALTERNATOR AND VOLTAGE IS APPLIED TOTERMINAL “L” OF THE RETRACT CONTROL RELAY.

IF THE PARKING BRAKE LEVER IS PULLED UP (PARKING BRAKE SW ON) AT THIS TIME, THE RELAY IS NOT ENERGIZED, SO THEDAYTIME RUNNING LIGHTS SYSTEM DOSE NOT OPERATE.

IF THE PARKING BRAKE LEVER IS THEN RELEASED (PARKING BRAKE SW OFF), THE SIGNAL IS INPUT TO TERMINAL ’PKB’ OF THERELAY.

THIS ACTIVATES THE RELAY AND CURRENT FROM ALT FUSE FLOWS TO TAILLIGHT RELAY (POINT SIDE) → TAIL FUSE → TAIL,LICENCE AND FRONT CLEARANCE LIGHTS, ETC. → GROUND.

ALSO, CURRENT FROM ALT FUSE FLOWS TO FOG FUSE → FOG LIGHT RELAY (POINT SIDE) → FOG LIGHTS → GROUND, SO BOTHTAIL AND FOG LIGHTS LIGHT UP. THIS IS HOW THE DAYTIME RUNNING LIGHTS SYSTEM OPERATES AND TAIL, FOG LIGHT HAVELIGHTED UP, THE TAIL AND FOG LIGHT REMAIN ON EVEN IF THE PARKING BRAKE LEVER IS PULLED UP (PARKING BRAKE SW ON).

EVEN IF THE ENGINE STALLS WITH THE IGNITION SW ON AND THERE IS NO VOLTAGE FROM TERMINAL ’L’ OF ALTERNATOR, THETAIL AND FOG LIGHTS REMAIN ON.

IF THE IGNITION SW IS THEN TURNED OFF, THE TAIL AND FOG LIGHTS ARE TURNED OFF.

IF THE ENGINE IS STARTED WHILE THE PARKING BRAKE IS RELEASED (PARKING BRAKE SW OFF), THE DAYTIME RUNNING LIGHTSSYSTEM OPERATES AND THE TAIL AND FOG LIGHTS LIGHT UP AS THE ENGINE STARTS.

R20, R21 RETRACT CONTROL RELAYRT, PB, RL–GROUND: ALWAYS APPROX. 12VOLTS

IG–GROUND:0 VOLTS WITH IGNITION SW AT LOCK OR ACC POSITION12VOLTS WITH IGNITION SW ON

HLD–GROUND:NO CONTINUITY WITH LIGHT CONTOL SW AT OFF OR HEAD POSITIONCONTINUITY WITH LIGHT CONTROL SW AT HOLD OR TAIL POSITION

T–GROUND:NO CONTINUITY WITH LIGHT CONTOL SW AT OFF OR HOLD POSITIONCONTINUITY WITH LIGHT CONTOL SW AT TAIL OR HEAD POSITION

H–GROUND:NO CONTINUITY WITH LIGHT CONTOL SW AT OFF, HOLD OR TAIL POSITIONCONTINUITY WITH LIGHT CONTROL SW AT HEAD POSITION OR DIMMER SW AT FLASH POSITION

GND–GROUND:ALWAYS CONTINUITYLSL–SDWN, LSR–SDWN:NO CONTINUITY WITH RETRACT MOTOR AT LOWERMOST POSITION

CONTINUITY WITH RETRACT MOTOR AT ANY POSITION EXCEPT LOWERMOST POSITIONLSR–SUP, LSL–SUP:NO CONTINUITY WITH RETRACT MOTOR AT UPPERMOST POSITION

CONTINUITY WITH RETRACT MOTOR AT ANY POSITION EXCEPT UPPERRMOST POSITIONPKB–GROUND:CONTINUITY WITH PARKING BRAKE LEVER PULLED UP (PARKING BRAKE SW ON)

R22, R23 RETRACT MOTOR2–3:OPEN WITH RETRACT MOTOR AT LOWERMOST POSITION2–1:OPEN WITH RETRACT MOTOR AT UPPERMOST POSITION

LIGHT AUTO TURN OFF OPERATIONPLEASE REFER TO THE LIGHT AUTO TURN OFF SYSTEM (SEE PAGE 74)

C15 DIMMER SW [COMB. SW]9–12:CLOSED WITH DIMMER SW AT HIGH OR FLASH POSITION

: PARTS LOCATION


C11 B 26 F 6 27 P 1 26

C12 A 26 F 7 27 R20 A 27

C14 B 26 H 2 27 R21 B 27

C15 A 26 H 3 27 R22 27

F 3 26 J 3 26 R23 27

: RELAY BLOCKS




SYSTEM OUTLINE

SERVICE HINTS

93



3A


3D







: GROUND POINTS






: SPLICE POINTS


I 2 B 4

I 434 COWL WIRE

B 7

I 534 COWL WIRE


I10 B13

36 LUGGAGE ROOM WIRE

B 3 36 LUGGAGE ROOM WIRE B16

5

5

II32

II222

B 2

B11

B12

B 3

2

1

2

1

1

2

1

2

(USA)2

(USA)13 A

OFF

TAIL

HEAD

LIG

HT

CO

NT

RO

LS

W

BF BE

FR

ON

TC

LEA

RA

NC

ELI

GH

T

FR

ON

TS

IDE

MA

RK

ER

LIG

HT

FL

MA

IN2.

0L12

0AA

LT

50A

AM

1

RETRACTCONTROL RELAY

RH RHLHLH

11

2

2

10

COMBINATION SW

BATTERY

G

G

G

W–B

W–B

W

LG–R

GG

W–

B

W–B

W–B

W–B

W–B

W–

B

W–

B

W–

B

G G G

LG–R

W–B

W

C15

F14 F12F13 F11

A

A

2 B (CANADA)

(CANADA)13 B

B

B 4G

IC

W–B


J 31

R20 , R20

I10

W

LG

G

LG

LG–

R

W

LG–

RF

RO

MD

IOD

E( F

OR

DA

YT

IME

RU

NN

ING

LIG

HT

)

3C11

J/BNO. 3

94

TAILLIGHT

B28

B28

2

1

5

1

B28

B27

BG BI

LICENCEPLATELIGHT

TAIL ANDREAR SIDEMARKER LIGHT[REAR COMB.LIGHT]

RHLH

L 1R 6 R 7

W–B

W–B

GG

W–B

W–B

W–B

W–B

W–B

5

1

II217 IE110

I10

JUNCTION CONNECTOR

18

3

G

G

G

G G

G G

J 2

(EX. *1)

(*1)

( EX

.* 1

)

( *1)

( *1)

( EX

.* 1

)

G

G

(CANADA)

( US

A)

1 1 1 1

324

511

W

15ATAIL

TA

ILLI

GH

TR

ELA

Y

1

I 1

W

LG

G

G

G

G

(CANADA)

G G

G

G

G

G

(CANADA)

TOPANEL RELAY

TO

DIO

DE

( FO

RE

LEC

TR

ICA

LID

LE–

UP

)

3C1

J/BNO. 3

95

*1 : (1) A/T(2) M/T WITH CRUISE CONTROL, ABS, POWER WINDOW OR WOOFER SPEAKER

TAILLIGHT RELAY(1) 5– (1) 3 : CLOSED WITH LIGHT CONTROL SW AT TAIL OR HEAD POSITION

SERVICE HINTS

96

TAILLIGHT

: PARTS LOCATION


C15 26 F14 27 R 6 27

F11 27 J 2 26 R 7 27

F12 27 J 3 26R20

A 27

F13 27 L 1 27R20

B 27

: RELAY BLOCKS












: GROUND POINTS







: SPLICE POINTS


I 134 COWL WIRE

B1136 LUGGAGE ROOM WIRE

I1034 COWL WIRE

B1236 LUGGAGE ROOM WIRE

B 2 B2736 ENGINE ROOM MAIN WIRE

B 3 36 LUGGAGE ROOM WIRE B2836 ENGINE ROOM MAIN WIRE

B 4

97

ILLUMINATION (FOR USA)

: PARTS LOCATION


A10 B 26 H 1 26 R 3 C 26

A12 A 26 J 1 26 R 4 26

A19 26 J 2 26 R20 27

C 7 26 J 3 26 S11 A 27

C11 26 O 4 26 S14 B 27

C15 26 R 1 A 26

F 3 26 R 2 B 26

: RELAY BLOCKS






3B


3D






: GROUND POINTS



: SPLICE POINTS


I 2 I 7

I 334 COWL WIRE

I 8 34 COWL WIRE

I 434 COWL WIRE

I10

34 COWL WIRE

I 5

1 1 1 1 1

5

5

II32

II222 II39

2

13

OFF

TAIL

HEAD

LIG

HT

CO

NTR

OL

SW

FL

MA

IN2.

0L12

0AA

LT

50A

AM

1


11

322

2

511

2

10

COMBINATIONSW

BATTERY

W

WW

LGLG

–RLG

LG–R

W–B

W

15ATAIL TAILLIGHT

RELAY

C15

R20

JUNCTION CONNECTORG 3

J 2

(*1)

I10 I10

4

2

2

1

5

4

I 7

I 2

I 8

A18 A1

B8 A4

A/C

CO

NT

RO

LA

SS

EM

BLY

A10

,A1

2

B

B

G G G G G

G

G

G–O

G–O

G–O

G–R

G

G–O

G–O

G

G

G

G G

G–O

G–O

G

9 7 10 6

(EX. *1)

( *1)

TO A/C CONTROLASSEMBLY

(EX

.*1

)

( *1)

( EX

.*1

)

( *1)

( *1)

( W/O

AB

S)

G

(* 2)

(EX. *1)

G

( W/

AB

S)

O/D

MA

INS

W

AS

HTR

AY

ILLM

INA

TIO

N

FOG

LIG

HT

TO A/C CONTROLASSEMBLY

O4

A19 F

3

(EX. *1)

(EX. *1)

G

(A/T)

(A/T)

G–R

I 8

G

G

(A/T)

W–B

G–OG–O

98

ILLUMINATION (FOR USA)

I 4

I 7

I 5

1

2B10

C 2

A9

C5

9

8

I 8I 3

(W/ WOOFER SPEAKER)

(W/O WOOFER SPEAKER)

(W/ WOOFER SPEAKER)

(W/O WOOFER SPEAKER)

1

4 2

3 1

17

JUNCTION CONNECTOR

CIG

AR

ET

TE

LIG

HT

ER

ILLU

MIN

AT

ION

RA

DIO

AN

DP

LAY

ER

CO

MB

INA

TIO

NM

ET

ER

JUNCTIONCONNECTOR RHEOSTAT

G

G–

O

W–G

G–

O

G–O

G G

GG

G

G–O

G

G–R

W–BW–B

R 4

J 2

C7

R1

,R

2,

R3

C11

J 1

A

AB

( *1)

( *1)

( EX

.* 1

)

W–B

IC

JUNCTION CONNECTOR(FOR EARTH)

J 31

3

2

I10 I10

I 2

I10

G–

O

G

G

G GG

G

GG

G

G

G

G

G

G

G

G

G–O

5 2 4G

GG

G

(*1)

(* 2)

(EX. *1)

(EX. *1)

(EX. *1)

(*1)TO CLOCK(*

1)

( *1)

( EX

.* 1

)

TO

A/C

CO

NT

RO

LA

SS

EM

BLY

( EX

.*1

)

( *1) ( EX

.*1

)

( EX

.* 1

)

( EX

.*1

)

G

(EX. *1)

HAZARD SWH 1

( *1)

(* 1) (* 1)

W–B

(EX. *1)

G–R

W–B

B3

A6

STEREO COMPONENTAMPLIFIER

G

(W/ WOOFER SPEAKER)

G

(W/ WOOFER SPEAKER)

G

(A/T)

TO

A/T

IND

ICA

TO

RLI

GH

T

S11 , S14A B

G

( EX

.* 1

)

G–O

W–B

G–R

TO

CLO

CK

3B

6

3B

5

J BNO. 3

3C5

J/B NO. 3

3A1

3D

10

J/BNO. 3

3D11

3C

11

99

∗2 : M/T WITH CRUISE CONTROL, ABS, POWER WINDOW OR WOOFER SPEAKWR

∗1 : (1) A/T(2) M/T WITH CRUISE CONTROL, ABS, POWER WINDOW OR WOOFER SPEAKER

TAILLIGHT RELAY(1) 5– (1) 3 : CLOSED WITH LIGHT CONTROL SW AT TAIL OR HEAD POSITION (WHEN LIGHT AUTO TURN OFF SYSTEM IS OFF)

R 4 RHEOSTAT1–2 : APPROX. 12 VOLTS WITH RHEOSTAT FULLY TURNED COUNTERCLOCKWISE AND 0 VOLTS WITH FULLY TURNED

CLOCKWISE

SERVICE HINTS

1 1 1

1 1

5

5

II32

II222 II39

OFF

TAIL

HEAD

LIG

HT

CO

NT

RO

LS

W

FL

MA

IN2.

0L

120A

AL

T

50A

AM

1


11

32

4

2

51

1

2

10

COMBINATIONSW

BATTERY

W

W

W

LGLG

–R

LGLG

–R

W–B

W

15ATAIL

7. 5APANEL

C15

R20

A1 B18

A4 B8

A/C

CO

NT

RO

LA

SS

EM

BLY

JUNCTION CONNECTOR

G–O

G–

R

G–O

3

A10

,A

12A

B

J 2

1

I10

I10 I10

G

LG–R

G

LG

–R

G–R

G–W

G–W

G–W

G–W

G–W

G–W

G–W

10 1

4

1 4

2

1

1

23

PA

NE

LR

ELA

Y

DIODE(FOR DAYTIMERUNNING LIGHTSYSTEM)

D 5

TO

IDLE

–UP

DIO

DE

TO

A/C

CO

NT

RO

LA

SS

EM

BLY

TO

A/C

CO

NT

RO

LA

SS

EM

BLY

W

TAILLIGHTRELAY

P16

13

2

G–R

W–B

100

ILLUMINATION (FOR CANADA)

2

1

1

2

3

210

A9

C5

9

8

I 8I 3I 2

I 8

(* 2)

(* 1)

(* 2)

9 5 2

4 2

3 1

17

JUNCTION CONNECTOR

AS

HT

RA

YIL

LUM

INA

TIO

N

CIG

AR

ET

TE

LIG

HT

ER

ILLU

MIN

AT

ION

RA

DIO

AN

DP

LAY

ER

HAZARD SW

CO

MB

NA

TIO

NM

ET

ER

JUNCTIONCONNECTOR RHEOSTAT

G–O

G–O

W–

G

G–O

G–O

G–O

G–O

G–O

G–O

G–O

G–R

W–B–B

R 4

J 2

A19

C7

R1

,R

2,

R3

H 1

C11

J 1

AB

W–B

IC

5

4

FO

GLI

GH

TS

W

F3

I 4

BA2 (* 1)

7 4 8 6

G–W

G–W

G–W

G–W G

G–W

G–W

G–W

G–

W

TO

CLO

CK

G–W

G–R

A6

B3G

G

( *1)

( *1

)

S1

1,

S14

AB

ST

ER

EO

CO

MP

ON

EN

TA

MP

LIF

IER

G–O

C

( *2)

G–O

W–B

1


J 3

3A13C5

J/B NO. 3

W3D

10

J/BNO. 3

3C

11

101

*1 : W/ WOOFER SPEAKER*2 : W/O WOOFER SPEAKER

TAILLIGHT RELAY(1) 5– (1) 3 : CLOSED WITH LIGHT CONTROL SW AT TAIL OR HEAD POSITION (WHEN LIGHT AUTO TURN OFF SYSTEM IS OFF)

R 4 RHEOSTAT1–2 : APPROX. 12 VOLTS WITH RHEOSTAT FULLY TURNED COUNTERCLOCKWISE AND 0 VOLTS WITH FULLY TURNED

CLOCKWISE

SERVICE HINTS

102

ILLUMINATION (FOR CANADA)

: PARTS LOCATION


A10 B 26 F 3 26 R 2 B 26

A12 A 26 H 1 26 R 3 C 26

A19 26 J 1 26 R 4 26

C 7 26 J 2 26 R20 27

C11 26 J 3 26 S11 A 27

C15 26 P16 26 S14 B 27

D 5 26 R 1 A 26

: RELAY BLOCKS






3A


3D






: GROUND POINTS



: SPLICE POINTS


I 234 COWL WIRE

I 834 COWL WIRE

I 334 COWL WIRE

I1034 COWL WIRE

5

I10

2

1

4

5

1

2

2

1

2

1

2

1

IE111 BL12 IF13 IJ11

I18

B18

2

1

BL11 IF214 IF12 IJ14

I10

1 1212

I10

I10

15ADOME

4

I 4 I 4

2

1

IF213

IC

IF1

10 2

6

4

1

RR

R

R

R R R G–O

R–W

R

R–L

G–O

R–W

W–B

R–W

R–W

R–W

R

R

RR R R

R–W

R–W

R–W

R–W

R–W

R–W

G–O

W–B R

–WR

–W

R–W

R–B

R

R

R

R

R

R

R

G–O G–O G–O

R–W R–W R–W

W–B

W–B

W–B W–B LG–R

INTERIOR LIGHTCONTROL RELAY(W/O DOOR KEYCYLINDER LIGHT)

R

R

RE

AR

LUG

GA

GE

CO

MP

AR

TM

EN

TLI

GH

T

OP

EN

DO

OR

WA

RN

ING

LIG

HT

[CO

MB

.M

ET

ER

]

IGN

ITIO

NK

EY

CY

LIN

DE

RLI

GH

T

DO

OR

KE

YC

YLI

ND

ER

LIG

HT

IGN

ITIO

NK

EY

CY

LIN

DE

RLI

GH

T

DO

OR

CO

UR

TE

SY

LIG

HT

LH

DO

OR

CO

UR

TE

SY

LIG

HT

RH

R–W

RE

AR

LUG

GA

GE

CO

MP

AR

TM

EN

TD

OO

RC

OU

RTE

SY

SW

DO

OR

CO

UR

TE

SY

SW

LH

DO

OR

CO

UR

TE

SY

SW

RH

OUTSIDEHANDLE SW

INTERIOR LIGHTCONTROL RELAY(W/ DOOR KEYCYLINDER LIGHT)

D12

I 9

I 9

D9

D8

I10

D12

I10

C10

R10

R8 D

10

D11


1 A

3 A 2 A

A

1 B 2 B

3 B

B

B

B

R R

2

II3

3

1


J 3

IB

(*2)

*1) (*1)

( *1)

(* 1)

( *2)

(* 1)

( *2)

( *1)

(* 1)

( *2)

(* 1)

( *1)

I10

I 2W–B

W–B

LEFT RIGHT

LEF

T

DO

OR

RIG

HT

PERSONALLIGHT

P 3

4 6

(CANADA)(USA)

3D12

J/BNO. 3

(3D1

3A

10

3D

7

J/BNO. 3

3D2

104

INTERIOR LIGHT W/O DOOR KEY CYLINDER LIGHTW/ DOOR KEY CYLINDER LIGHT* 1 :

* 2 :

105

D10 DOOR COURTESY SW LH1–GROUND : CLOSED WITH DRIVER’S DOOR OPEN

D11 DOOR COURTESY SW RH1–GROUND : CLOSED WITH PASSENGER’S DOOR OPEN

R 8 REAR LUGGAGE COMPARTMENT DOOR COURTESY SW1–GROUND : CLOSED WITH REAR LUGGAGE COMPARTMENT DOOR OPEN


C10 26 D12 27 P 3 27

D 8 27I 9

A 26 R 8 27

D 9 27I 9

B 26 R10 27

D10 27 I10 26

D11 27 J 3 26

: RELAY BLOCKS





3A22 COWL WIRE AND J/B NO 3 (BEHIND COMBINATION METER)




IF1 32 COWL WIRE AND FRONT DOOR LH WIRE (LEFT KICK PANEL)

IF2 32 FRONT DOOR LH WIRE AND COWL WIRE (LEFT KICK PANEL)


IJ1 34 COWL WIRE AND FRONT DOOR RH WIRE (RIGHT KICK PANEL)

BL1 36 ROOF WIRE AND COWL WIRE (UNDER THE RIGHT FRONT PILLAR)

: GROUND POINTS




: SPLICE POINTS


I 2 I18 34 COWL WIRE

I 4 34 COWL WIRE B18 36 FRONT DOOR LH WIRE

I10

12 12

12

1 2

1 2

3 X

1 2

3 4 X 6

B

C10 D 8, D 9 D10, D11 D12 I 9

I 9

GREENABROWN

54X

12

1

I10 P 3 R 8 R10 GRAYGRAY

1

X

J 3

1 2

1 24 6

SERVICE HINTS

1

3

5

1

II35 IE13 IE12

II36

II3

11

2

3

2

3

5

6

5

6

I10

I10

B12

IC BE BG

3

7 9 5 6 5 1 8

1

13 12

810

12

W–B

W–B

G–Y

G–Y

G–Y

G–B

G–RG–R

G–OG–O

R–Y

G–W

G–O

G–B

G–Y

G–B

G–O

G–Y

G–B

G–Y

G–B

G–B

W–B

G–B

W–B

W–B

G–Y G

–B

G–Y

W–B

W–B

W–B

G–W

15AHAZ–HORN

7. 5ATURN


G–Y

FROMRETRACT MOTOR LH

LH RH

INDICATOR LIGHTS[COMB. METER]

FRONT TURNSIGNAL LIGHT LH

FRONT TURNSIGNAL LIGHT RH

C11

F14

J 3

TURN SIGNALFLASHER

TURN SIGNAL SW [COMB. SW]HAZARD SWC15H 1

T 4

HAZARDOFF

ON

RH

LHTURN

1 2

BI

B28W–B

W–B

BF


1

W–B

F13

RE

AR

TU

RN

SIG

NA

LLI

GH

TLH

[RE

AR

CO

MB

.LI

GH

TLH

]

RE

AR

TU

RN

SIG

NA

LLI

GH

TR

H[R

EA

RC

OM

B.

LIG

HT

RH

]

R6

R7

3C

9

J/BNO. 3

3A

5

J/BNO. 3

3A

8J/BNO. 3

3A7

3C

10

J/BNO. 3

106

TURN SIGNAL AND HAZARD WARNING LIGHT

107

T 4 TURN SIGNAL FLASHER2–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON OR THE HAZARD SW ON1–GROUND : CHANGES FROM 12 TO 0 VOLTS WITH IGNITION SW ON AND TURN SIGNAL SW LEFT OR RIGHT, OR WITH HAZARDSW ON3–GROUND : ALWAYS CONTINUITY

: PARTS LOCATION


C11 26 F14 27 R 6 27

C15 26 H 1 26 R 7 27

F13 27 J 3 26 T 4 26

: RELAY BLOCKS







3C22 COWL WIRE AND J/B NO. 3 (BEHIND COMBINATION METER)





: GROUND POINTS







: SPLICE POINTS


I10 34 COWL WIRE B28 36 ENGINE ROOM MAIN WIRE


1 X 5 X

X 8

X

5

X

6 7 8 9 10

56 56

1

2 3

J 3

F13 F14

T 4R 7R 6H 1

BLACK

BLACK

1

X

C15

2 3 2 3131 12

C11 BLUE

SERVICE HINTS

108

BACK–UP LIGHT

2

E 3 B27

B28

BI BG

5

4

5

4

EB17

EA3

13

A5

B1

B2

A6


7. 5AECU–IG

BACK–UPLIGHT SW

BACK–UP LIGHT RH[REAR COMB. LIGHTRH]

BACK–UP LIGHT LH[REAR COMB. LIGHTLH]

(M/T)(A/T)

B–Y R–B R–B R–B R–B

W–B

B–Y

R–B

W–B

W–B

3

2

B 1 , N 1

R 6R 7

W–B

TOA/T INDICATORLIGHT (A/T)

B A

R–B

( A/T

)5 6

45 45

N 1 R 7R 6B 1 B A

2 1

GRAY

B 1(B), N 1(A) BACK–UP LIGHT SW(A) 6–5, (B) 2–1 : CLOSED WITH SHIFT LEVER IN R POSITION

: PARTS LOCATION


B 1 B 24 (5S–FE) , 25 (3S–GTE) R 6 27

N 1 A 24 (5S–FE) R 7 27

: RELAY BLOCKS





EA328 (5S–FE)


ENGINE WIRE AND ENGINE ROOM MAIN WIRE (R/B NO.2 INNER)

EB128 (5S–FE)



: GROUND POINTS




: SPLICE POINTS


E 328 (5S–FE)

ENGINE ROOM MAIN WIREB27

32 ENGINE ROOM MAIN WIREE 330 (3S–GTE)

ENGINE ROOM MAIN WIREB28

32 ENGINE ROOM MAIN WIRE

SERVICE HINTS

109

STOP LIGHT

1

B23

B27

B28 B24

5

3

5

3

2

1

IE1

4

A1

B1

B2

A2

BI BG

2

1


R–

W

G–W G–W G–W

G–W

W–B W–B

G–W

G–

WW

–B

W–

B

(W/ CRUISE CONTROL)(W/O CRUISE CONTROL)

STOP LIGHT RH[REAR COMB.LIGHT RH]

STOP LIGHT LH[REAR COMB.LIGHT LH]

HIGH MOUNTSTOP LIGHT

W–

B

S 9

R 7 R 6 H 4

15ASTOP

STOP LIGHTSW

A B

2 1

35

BAH 4 R 6, R 7 S 9 S 9BLUE

1 2 1

X

2

X

W–B

BN11

G–

W

BN1

3 W–

B

S 9 STOP LIGHT SW(A) 1 – (A) 3 : CLOSED WITH BRAKE PEDAL DEPRESSED (W/ CRUISE CONTROL)(B) 1 – (B) 2 : CLOSED WITH BRAKE PEDAL DEPRESSED (W/O CRUISE CONTROL)

: PARTS LOCATION


H 4 27 R 7 27 S 9 B 26

R 6 27 S 9 A 26

: RELAY BLOCKS






BN1 36 ROOF NO.3 WIRE AND ENGINE ROOM MAIN WIRE

: GROUND POINTS




: SPLICE POINTS






SERVICE HINTS

2 16

6 4 3 7 10

1 15

9

8

2

2 3

1

1 5

11

I 1

I10

IF24

IJ22 IJ21 IJ212

IF23IF22

1 12

32

1

2

IF110

M1 2

M1 2

4 1

3 25

IB

DO

WN

UP

DO

WN

UP

KEY OFFPOWER WINDOW

7. 5AGAUGE

20ADOOR


JUNCTIONCONNECTOR

DIODE(FOR POWER WINDOW)

R–B

W–L

W–B

R–BR–BR–LR–L

–L

L

R

W–B

L–W

L

W–B

W–B

W–BR–W

R G

G R–L

R–LG

G R–L

LL–

W

G R

DO

WN

UP

POWER WINDOW MASTER SW AND DOOR LOCK CONTROL SW LH

DOOR LOCK ECU

DOORCOURTESYSW LH

POWER WINDOW MOTOR LH POWER WINDOW MOTOR RH

PO

WE

RW

IND

OW

SW

RH

LOCK

NORMAL

D10

P 2

P15

P12

P13

D 6

J 1

POWER MAINRELAY

1

2

1

30APOWER

IE42

IC

7 194

JUNCTIONCONNECTOR

1

RR

W–B

L–W

W–B

R–L

W–B

D 7

P14

J 1

+–

+–

1


J 3

1

FR

OM

TH

EF

TD

ETE

RR

EN

TE

CU

I 2

W–B W–B

4 6

(CANADA)(USA)

J/BNO. 3

R

3C 3C

8 7

3D

9

3A9

(M/T)(A/T)

3D10

J/BNO. 3

3B4

3B6

J/BNO. 3

110

POWER WINDOW

111

CURRENT ALWAYS FLOWS TO TERMINAL 2 OF THE POWER MAIN RELAY THROUGH THE POWER FUSE. WITH THE IGNITION SWTURNED ON, CURRENT FLOWS THROUGH THE GAUGE FUSE TO TERMINAL 3 OF THE POWER MAIN RELAY → TERMINAL 1 →GROUND. THIS ACTIVATES THE RELAY AND CURRENT FLOWING TO TERMINAL 4 OF THE POWER MAIN RELAY → TERMINAL 9 OFTHE POWER WINDOW MASTER SW AND TERMINAL 5 OF THE POWER WINDOW SW RH (PASSENGER’S).

1. MANUAL OPERATION (DRIVER’S WINDOW)WITH THE IGNITION SW TURNED ON AND THE POWER WINDOW MASTER SW IN UP POSITION, THE CURRENT FLOWING TOTERMINAL 9 OF THE POWER WINDOW MASTER SW FLOWS TO TERMINAL 3 OF THE MASTER SW → TERMINAL 2 OF THE POWERWINDOW MOTOR LH (DRIVER’S) → MOTOR → TERMINAL 1 → TERMINAL 4 OF THE MASTER SW → TERMINAL 6 → GROUND, ANDCAUSES THE POWER WINDOW MOTOR TO ROTATE IN THE UP DIRECTION. THE WINDOW ASCENDS ONLY WHILE THE SW IS BEINGPUSHED. IN DOWN OPERATION, THE FLOW OF CURRENT FROM TERMINAL 9 OF THE POWER WINDOW MASTER SW TO TERMINAL4 OF THE MASTER SW CAUSES THE FLOW OF CURRENT FROM TERMINAL 1 OF THE MOTOR → MOTOR → TERMINAL 2 →TERMINAL 3 OF THE MASTER SW → TERMINAL 6 → GROUND, FLOWING IN THE OPPOSITE DIRECTION TO MANUAL UP OPERATIONAND CAUSING THE MOTOR TO ROTATE IN REVERSE, LOWERING THE WINDOW.

2. AUTO DOWN OPERATIONWITH THE IGNITION SW ON AND WITH THE DRIVER’S SW OF THE POWER WINDOW MASTER SW IN DOWN POSITION, CURRENTFLOWING TO TERMINAL 9 OF THE MASTER SW FLOWS TO TERMINAL 4 OF THE MASTER SW → TERMINAL 1 OF THE POWERWINDOW MOTOR → MOTOR → TERMINAL 2 → TERMINAL 3 OF THE MASTER SW → TERMINAL 6 → GROUND, CAUSING THE MOTORTO ROTATE TOWARDS THE DOWN SIDE. THEN THE SOLENOID IN THE MASTER SW IS ACTIVATED AND IT LOCKS THE DRIVER’S SWBEING PUSHED, CAUSING THE MOTOR TO CONTINUE TO ROTATE IN AUTO DOWN OPERATION.

WHEN THE WINDOW HAS COMPLETELY DESCENDED, THE CURRENT FLOW BETWEEN TERMINAL 3 OF THE MASTER SW ANDTERMINAL 6 INCREASES. AS A RESULT, THE SOLENOID STOPS OPERATING, THE DRIVER’S SW TURNS OFF AND FLOW FROMTERMINAL 9 OF THE MASTER SW TO TERMINAL 4 IS CUT OFF, STOPPING THE MOTOR SO THAT AUTO STOP OCCURS.

3. STOPPING OF AUTO DOWN AT DRIVER’S WINDOWWHEN THE DRIVER’S SW IS PULLED TO THE UP SIDE DURING AUTO DOWN OPERATION, A GROUND CIRCUIT OPENS IN THEMASTER SW AND CURRENT DOES NOT FLOW FROM TERMINAL 3 OF THE MASTER SW → TO TERMINAL 6, SO THE MOTOR STOPS,CAUSING AUTO DOWN OPERATION TO STOP. IF THE DRIVER’S SW IS PUSHED CONTINUOUSLY, THE MOTOR ROTATES IN THEUPWARD DIRECTION IN MANUAL UP OPERATION.

4. MANUAL OPERATION BY POWER WINDOW SW (PASSENGER’S WINDOW)WITH POWER WINDOW SW (PASSENGER’S) PULLED TO THE UP SIDE, CURRENT FLOWING FROM TERMINAL 5 OF THE POWERWINDOW SW FLOWS TO TERMINAL 1 OF THE POWER WINDOW SW → TERMINAL 2 OF THE WINDOW MOTOR → MOTOR →TERMINAL 1 → TERMINAL 4 OF THE POWER WINDOW SW → TERMINAL 3 → TERMINAL 7 OF THE MASTER SW → TERMINAL 6 →GROUND, AND CAUSES THE POWER WINDOW MOTOR (PASSENGER’S) TO ROTATE IN THE UP DIRECTION. UP OPERATIONCONTINUES ONLY WHILE THE POWER WINDOW SW IS PULLED TO THE UP SIDE. WHEN THE WINDOW DESCENDS, THE CURRENTFLOWING TO THE MOTOR FLOWS IN THE OPPOSITE DIRECTION, FLOM TERMINAL 1 → MOTOR → TERMINAL 2, AND THE MOTORROTATES IN REVERSE. WHEN THE WINDOW LOCK SW IS PUSHED TO THE LOCK SIDE, THE GROUND CIRCUIT TO THEPASSENGER’S WINDOW BECOMES OPEN.

AS A RESULT, EVEN IF OPEN/CLOSE OPERATION OF THE PASSENGER’S WINDOW IS TRIED, THE CURRENT FROM TERMINAL 9 OFTHE POWER WINDOW MASTER SW IS NOT GROUNDED AND THE MOTOR DOES NOT ROTATE, SO THE PASSENGER’S WINDOW CANNOT BE OPERATED AND WINDOW LOCK OCCURS.

5. KEY OFF POWER WINDOW OPERATIONWITH THE IGNITION SW TURNED FROM ON TO OFF, THE DOOR LOCK ECU OPERATES AND CURRENT FLOWS FROM POWER FUSE→ TERMINAL 8 OF THE DOOR LOCK ECU → TERMINAL 15 → TERMINAL 3 OF THE POWER MAIN RELAY → TERMINAL 1 → TOGROUND FOR ABOUT 60 SECONDS. THE SAME AS NORMAL OPERATION, THE CURRENT FLOWS FROM POWER FUSE → TERMINAL2 OF THE POWER MAIN RELAY → TERMINAL 4 → TERMINAL 9 OF THE POWER WINDOW MASTER SW AND TERMINAL 5 OF POWERWINDOW SW RH (PASSENGER’S). AS A RESULT, FOR ABOUT 60 SECONDS AFTER THE IGNITION SW IS TURNED OFF. IT IS POSSIBLETO RAISE AND LOWER THE POWER WINDOW BY FUNCTIONING OF THIS RELAY. ALSO, BY OPENING THE DOOR (DOOR COURTESYSW ON) WITHIN ABOUT 60 SECONDS AFTER TURNING THE IGNITION SW TO OFF, A SIGNAL IS INPUT TO TERMINAL 2 OF THE DOORLOCK ECU. AS A RESULT, THE ECU TURNS OFF AND UP AND DOWN MOVEMENT OF THE WINDOW STOPS.

SYSTEM OUTLINE

112

POWER WINDOW

D7 DOOR LOCK ECU8–GROUND: ALWAYS APPROX. 12 VOLTS

16–GROUND: ALWAYS CONTINUITY1–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION2–GROUND: CONTINUITY WITH DRIVER’S DOOR OPEN

15–GROUND: APPROX. 12 VOLTS WITH IGNITION SW ON AND STAYS AT 12 VOLTS FOR 60 SECONDS AFTER THE IGNITION SW ISTURNED OFF. BUT IF A DOOR IS OPENED IN THIS 60 SECOND PERIOD, VOLTAGE WILL DROP TO 0 VOLTS

D10 DOOR COURTESY SW LH2–GROUND: CONTINUITY WITH DRIVER’S DOOR OPEN

P12 POWER WINDOW SW RH5–GROUND: APPROX. 12 VOLTS WITH IGNITION SW ON AND STAYS AT 12 VOLTS FOR 60 SECONDS AFTER THE IGNITION SW IS

TURNED OFF. BUT IF A DOOR IS OPENED IN THIS 60 SECOND PERIOD, VOLTAGE WILL DROP TO 0 VOLTS

P13 POWER WINDOW MASTER SW AND DOOR LOCK CONTROL SW LH6–GROUND: ALWAYS CONTINUITY9–GROUND: APPROX. 12 VOLTS WITH IGNITION SW ON AND STAYS AT 12 VOLTS FOR 60 SECONDS AFTER THE IGNITION SW IS

TURNED OFF. BUT IF A DOOR IS OPENED IN THIS 60 SECOND PERIOD, VOLTAGE WILL DROP TO 0 VOLTS3–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND DRIVER’S SW AT UP POSITION4–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND DRIVER’S SW AT DOWN OR AUTO DOWN

POSITION

WINDOW LOCK SWOPEN WITH WINDOW LOCK SW AT LOCK POSITION

: PARTS LOCATION


D 6 26 J 3 26 P14 27

D 7 26 P 2 26 P15 27

D10 27 P12 27

J 1 26 P13 27

: RELAY BLOCKS





3A

3B22 COWL WIRE AND J/B NO 3 (BEHIND COMBINATION METER)


3D




IF1 32 COWL AND WIRE FRONT DOOR LH WIRE (LEFT KICK PANEL)


IJ2 34 FRONT DOOR RH WIRE AND COWL WIRE (RIGHT KICK PANEL)

: GROUND POINTS




: SPLICE POINTS


I 134 COWL WIRE

I10 34 COWL WIRE

I 234 COWL WIRE

SERVICE HINTS

1 1

8 1 15

R–L R–L

W–L

R–B

3

20ADOOR

7. 5AGAUGE


DOOR LOCK ECU

JUNCTIONCONNECTOR

TOPOWER MAINRELAY

D 7

5

1

I10

I10

IF27 IF28 IF26 IF25IF211IF210IF29

4

7 4 3 6

7

L

W–B

L–B

L–W

L–R

W–B

L–B L–

W

B–Y B

L–B

L–W

B

R–B

G–B

L–W

L–B

B–YL–

B

L–W

JUNCTIONCONNECTOR

UNLOCKWARNINGSW

I11 J 1

M

1

I 11 112 2R–L R–BR–L

G–BL–

Y

IC

B4 B2 B1

A1A2A5 A3

A4

B3

A6

W–R

6

1 2

3

1 2

B18 B19

W–B

L–R

G–B

R–B

R–B B

W–B

W–B

W–B

W–B

W–B

W–B

DO

OR

LOC

KK

EY

LOC

KA

ND

UN

LOC

KS

WLH

PO

WE

RW

IND

OW

MA

ST

ER

SW

AN

DD

OO

RLO

CK

CO

NT

RO

LS

WLH

DOOR LOCKMOTOR LH

DIODE(FOR POWERWINDOW)

R–B

W–B

D 6J 1

D16

D14

P13

( W/O

TH

EF

TD

ETE

RR

EN

T)

( W/

TH

EF

TD

ET

ER

RE

NT

)

A B

2

1

UN

LOC

K

UN

LOC

K

LOC

K

LOC

K

IF1

10

W–B

14

6

W–B


J 3

IF2 12

FROM THEFTDETERRENT ECU

L–R

W–R

W–B

I10

L

I10B–Y FROM THEFT

DETERRENT ECU

I 2

I11

IB ID

W–B

W–B

W–BW

–B

6

4

(CANADA)(USA)

FRO

MS

EA

TB

ELT

WA

RN

ING

RE

LAY

L

LOCKTIMER

KEY OFFPOWER WINDOW

UNLOCKTIMER

9

B–Y

16

J/B NO. 3

3D

9

3C 3C

87

(M/T)(A/T)

3A

9

3B7

3D

10

J/BNO. 3

114

DOOR LOCK

115

M

IJ210 IJ28 IJ25IJ24IJ23

I10

2 2

5 10 12 2 14

R–B

L–O B R R

B

R–B

L–B

L–W

L–O

R–B

G–B

R–B

B

L–W

L–B

R–B

B

G–B

DO

OR

CO

UR

TE

SY

SW

LH

DO

OR

CO

UR

TE

SY

SW

RH

D10

D11

DOOR LOCK ECUD 7

A5 A4

B3

B4 B2 B1

A2A3A6 A1

4

2 3

3

1 2

IJ26IJ29

I10

I11

1 1

11 13

G–B

B–Y

R

W–R

G–B

B–

Y

B

R

G–

B

B–Y

W–B

W–B

W–

B

W–

B

W–B

W–B

( W/O

TH

EF

TD

ET

ER

RE

NT

)( W

/T

HE

FT

DE

TE

RR

EN

T)

DO

OR

LOC

KK

EY

LOC

KA

ND

UN

LOO

KS

WR

H

DO

OR

LOC

KC

ON

TR

OL

SW

RH

DOOR LOCKMOTOR RH

D17 A B

D15

D13

IJ1

10W–B

UN

LOC

K

UN

LOC

K

LOC

K

LOC

K

IJ2 13

FROM THEFTDETERRENT ECU

W–R

B15

W–B

FR

OM

TH

EF

TD

ET

ER

RE

NT

EC

U

FR

OM

TH

EF

TD

ET

ER

RE

NT

EC

U

R–W

R–W

DUBLEOPERATIONCIRCUIT SEQURITY

3B6

3B4

J/BNO. 3

116

DOOR LOCK

CURRENT ALWAYS FLOWS TO TERMINAL 8 OF THE DOOR LOCK ECU THROUGH THE DOOR FUSE.

WITH THE IGNITION SW TURNED ON, CURRENT FLOWS THROUGH THE GAUGE FUSE TO TERMINAL 1 OF THE DOOR LOCK ECUAND TERMINAL 1 OF DIODE → TERMINAL 2 → TERMINAL 15 OF DOOR LOCK ECU.

1. MANUAL LOCK OPERATIONTO CHANGE DOOR LOCK SW AND KEY SW TO LOCK POSITION, A LOCK SIGNAL IS INPUT TO TERMINALS 10, 12 OF THE DOORLOCK ECU AND CAUSES THE ECU TO FUNCTION. CURRENT FLOWS FROM TERMINAL 8 OF THE ECU → TERMINAL 4 → TERMINAL(A)5 (LH), (A)6 (RH) (W/ THEFT DETERRENT), (B)4 (W/O THEFT DETERRENT) OF THE DOOR LOCK MOTORS → TERMINAL (A)2 (LH),(A)3 (RH) (W/ THEFT DETERRENT), (B)2 (W/O THEFT DETERRENT) → TERMINAL 3 OF THE ECU → TERMINAL 16 → TO GROUND ANDDOOR LOCK MOTORS CAUSES THE DOOR LOCK.

2. MANUAL UNLOCK OPERATIONTO CAHNGE DOOR LOCK CONTROL SW AND KEY SW TO UNLOCK POSITION, AN UNLOCK SIGNAL IS INPUT TO TERMINALS 11, 13OF THE DOOR LOCK ECU, AND CAUSES THE ECU TO FUNCTION. CURRENT FLOWS FROM TERMINAL 8 OF THE ECU → TERMINAL 3→ TERMINAL (A)2 (LH), (A)3 (RH) (W/ THEFT DETERRENT), (B)2 (W/O THEFT DETERRENT) OF THE DOOR LOCK MOTORS →TERMINAL (A)5 (LH), (A)6 (RH) (W/ THEFT DETERRENT), (B)4 (W/O THEFT DETERRENT) → TERMINAL 4 OF THE ECU → TERMINAL 16→ TO GROUND AND DOOR LOCK MOTORS CAUSES DOOR TO UNLOCK.

3. DUBLE OPERATION UNLOCK OPERATIONWHEN THE DOOR LOCK KEY SW (DRIVER’S) IS TURNED TO THE UNLOCK SIDE, ONLY THE DRIVER’S DOOR IS MECHANICALLYUNLOCKED. TURNING THE DOOR LOCK KEY SW (DRIVER’S) TO THE UNLOCK SIDE CAUSES A SIGNAL TO BE INPUT TO TERMINAL 9OF THE ECU, AND IF THE SIGNAL IS INPUT AGAIN WITHIN 3 SECONDS BY TURNING THE SWITCH TO THE UNLOCK SIDE AGAINCURRENT FLOWS FROM TERMINAL 3 OF THE ECU → TERMINAL (A)2 (LH), (A)3 (RH) (W/ THEFT DETERRENT), (B)2 (W/O THEFTDETERRENT) OF DOOR LOCK MOTORS → TERMINAL (A)5 (LH), (A)6 (RH) (W/ THEFT DETERRENT), (B)4 (W/O THEFT DETERRENT) →TERMINAL 4 OF THE ECU → TERMINAL 16 → GROUND, CAUSING THE DOOR LOCK MOTOR TO OPERATE AND UNLOCK THEPASSENGER’S DOOR.

4. IGNITION KEY REMINDER OPERATION∗ OPERATING DOOR LOCK KNOB (IN DOOR LOCK MOTORS OPERATION)

WITH IGNITION KEY IN CYLINDER (UNLOCK WARNING SW ON), WHEN THE DOOR IS OPENED AND LOCKED USING DOOR LOCKKNOB (DOOR LOCK MOTOR), THE DOOR IS LOCKED ONCE BUT EACH DOOR IS UNLOCKED SOON BY THE FUNCTION OF THE ECU.AS A RESULT, THE CURRENT FLOWS FROM TERMINAL 8 OF THE ECU → TERMINAL 3 → TERMINAL (A)2 (LH), (A)3 (RH) (W/ THEFTDETERRENT), (B)2 (W/O THEFT DETERRENT) OF THE DOOR LOCK MOTORS → TERMINAL (A)5 (LH), (A)6 (RH) (W/ THEFTDETERRENT), (B)4 (W/O THEFT DETERRENT) → TERMINAL 4 OF THE ECU → TERMINAL 16 → TO GROUND AND CAUSES ALL THEDOORS TO UNLOCK.

∗ OPERATING DOOR LOCK CONTROL SW OR DOOR LOCK KEY SW

WITH IGNITION KEY IN CYLINDER (UNLOCK WARNING SW ON), WHEN THE DOOR IS OPENED AND LOCKED USING DOOR LOCKCONTROL SW OR KEY SW, THE DOOR IS LOCKED ONCE BUT EACH DOOR IS UNLOCK BY THE FUNCTION OF SW CONTAINED INMOTORS, WHICH THE SIGNAL IS INPUT TO TERMINAL 6 (DRIVER’S) OR 5 (PASSENGER’S) OF THE ECU. ACCORDING TO THIS INPUTSIGNAL, THE CURRENT IN THE ECU FLOWS FROM TERMINAL 8 OF THE ECU → TERMINAL 3 → TERMINAL (A)2 (LH), (A)3 (RH) (W/THEFT DETERRENT), (B)2 (W/O THEFT DETERRENT) OF THE DOOR LOCK MOTORS → TERMINAL (A)5 (LH), (A)6 (RH) (W/ THEFTDETERRENT), (B)4 (W/O THEFT DETERRENT) → TERMINAL 4 OF THE ECU → TERMINAL 16 → TO GROUND AND CAUSES ALL THEDOORS TO UNLOCK.

∗ IN CASE OF KEY LESS LOCK

WITH IGNITION KEY IN CYLINDER (UNLOCK WARNING SW ON), WHEN THE UNLOCK FUNCTION IS DISTURBED MORE THAN 0.2SECONDS, FOR EXAMPLE PUSHING THE DOOR LOCK KNOB ETC., THE DOOR HOLDS ON LOCK CONDITION. CLOSING THE DOORAFTER, DOOR COURTESY SW INPUTS THE SIGNAL INTO TERMINAL 2 OR 14 OF THE ECU. BY THIS INPUTS SIGNAL, THE ECUWORKS AND CURRENT FLOWS FROM TERMINAL 8 OF THE ECU → TERMINAL 3 → TERMINAL (A)2 (LH), (A)3 (RH) (W/ THEFTDETERRENT), (B)2 (W/O THEFT DETERRENT) OF THE DOOR LOCK MOTORS → TERMINAL (A)5 (LH), (A)6 (RH) (W/ THEFTDETERRENT), (B)4 (W/O THEFT DETERRENT) → TERMINAL 4 OF THE ECU → TERMINAL 16 → TO GROUND AND CAUSES ALL THEDOORS TO UNLOCK.

SYSTEM OUTLINE

117

D6 DOOR LOCK ECU16–GROUND: ALWAYS CONTINUITY

2–GROUND: CONTINUITY WITH DRIVER’S DOOR OPEN8–GROUND: ALWAYS APPROX. 12 VOLTS3–GROUND: APPROX. 12 VOLTS FOR 0.2 SECONDS WITH FOLLOWING OPERATIONS:

* DOOR LOCK CONTROL SW UNLOCKED* DOOR LOCK CONTROL SW LOCKED WITH IGNITION KEY IN CYLINDER AND DRIVER’S DOOR OPEN (IGNITION KEY REMINDER

FUNCTION)* DOOR LOCK KNOB LOCKED WITH IGNITION KEY IN CYLINDER AND DRIVER’S DOOR OPEN (IGNITION KEY REMINDER FUNCTION)* UNLOCKING THE DRIVER’S PASSENGER’S DOOR CYLINDER WITH A KEY

4–GROUND: APPROX. 12 VOLTS 0.2 SECONDS WITH FOLLOWING OPERATION:* DOOR LOCK CONTROL SW IS LOCKED* LOCKING THE DRIVER’S PASSENGER’S DOOR CYLINDER WITH KEY

10–GROUND: CONTINUITY WITH DOOR LOCK CONTROL SW LOCKED14–GROUND: CONTINUITY WITH PASSENGER’S DOOR OPEN

6–GROUND: CONTINUITY WITH DRIVER’S DOOR LOCK KNOB UNLOCKED5–GROUND: CONTINUITY WITH PASSENGER’S DOOR LOCK KNOB UNLOCKED

11–GROUND: CONTINUITY WITH DOOR LOCK CONTROL SW UNLOCKED13–GROUND: CONTINUITY WITH PASSENGER’S DOOR LOCK CYLINDER UNLOCKED WITH KEY

7–GROUND: CONTINUITY WITH IGNITION KEY IN THE KEY CYLINDER1–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION9–GROUND: CONTINUITY WITH DRIVER’S DOOR LOCK CYLINDER UNLOCKED WITH KEY

15–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND STAYS AT 12 VOLTS FOR 60 SECONDS AFTER THE IGNITION SW ISTURNED OFF, BUT IF A DOOR IS OPENED IN THIS 60 SECOND PERIOD, VOLTAGE WILL DROP TO 0 VOLTS

12–GROUND: CONTINUITY WITH DRIVER’S, PASSENGER’S DOOR LOCK CYLINDER LOCKED WITH KEY

I11 UNLOCK WARNING SW

1–5: CLOSED WITH IGNITION KEY IN CYLINDER

D14, D15 KEY LOCK AND UNLOCK SW1–3: CLOSED WITH DOOR LOCK CYLINDER UNLOCKED WITH KEY2–3: CLOSED WITH DOOR LOCK CYLINDER LOCKED WITH KEY

D10, D11 DOOR COURTESY SW2–GROUND: CLOSED WITH DOOR OPEN

: PARTS LOCATION


D 6 26 D14 27 D17 B 27

D 7 26 D15 27 I11 26

D10 27D16

A 27 J 1 26

D11 27D16

B 27 J 3 26

D13 27 D17 A 27 P13 27

: RELAY BLOCKS





3A



3D



IF1 32 COWL WIRE AND FRONT DOOR LH WIRE (LIFT KICK PANEL)




: GROUND POINTS





SERVICE HINTS

118

DOOR LOCK

: SPLICE POINTS


I 1 B15 36 FRONT DOOR RH WIRE

I 234 COWL WIRE

B1836 FRONT DOOR LH WIRE

I1034 COWL WIRE

B1936 FRONT DOOR LH WIRE

I11

119

UNLOCK AND SEAT BELT WARNING

: PARTS LOCATION


B 4 26 D10 27 J 3 26

C10 B 26 I11 26 S 8 26

C11 A 26 J 1 26

: RELAY BLOCKS






3A



3D




: GROUND POINTS



: SPLICE POINTS

CODE SEE PAGE WIRE HARNESS WITH SPLICE POINTS CODE SEE PAGE WIRE HARNESS WITH SPLICE POINTSI10 34 COWL WIRE

5

4

TIMER

BUZZER

5

1 2

2

1

15ADOME

7. 5AGAUGE

R

1 2 5


SEAT BELT WARNING RELAY

6 7 3 4

LW

–B

W–

B

RW

–BUN

LOC

KW

AR

NIN

GS

W[IG

NIT

ION

SW

]

DOOR COURTESYSW LH BUCKLE SW

I11

1

R

R

( EX

.* 1

)

3B83B73B9

J/B NO. 3

1

2

II33

RR

R–L

BR

–R

R–

L

12

D10 B 4

R

S 8

IC


J 3

R–W

FR

OM

DO

OR

LOC

KE

CU

A4

B7

R–L

R–L

R–L

SEAT BELT WARNING LIGHT[COMB. METER]

C10 , C11B A

(EX

.*1

)

( *1)

(* 1)

1 13JUNCTION CONNECTORJ 1

I10

L

L

( *1)

( *1)

W–B 1

*1 : (1)CANADA(2)USA (A/T)(3)USA (M/T)WITH CRUISE CONTROL, ABS,


3D1

3B12

J/BNO. 3

3B83B73B9

J/B NO. 3

3B10

3A9

J/BNO. 3

3C2

3D9

3B5

3B6

J/BNO. 3

120

UNLOCK AND SEAT BELT WARNING

121

CURRENT ALWAYS FLOWS TO TERMINAL 1 OF THE SEAT BELT WARNING RELAY THROUGH DOME FUSE.

1. SEAT BELT WARNING SYSTEMWHEN THE IGNITION SW IS TURNED ON, CURRENT FLOWS FROM THE GAUGE FUSE TO TERMINAL 2 OF THE SEAT BELT WARNINGRELAY. AT THE SAME TIME, CURRENT FLOWS TO TERMINAL 5 OF THE RELAY FROM THE GAUGE FUSE THROUGH THE SEAT BELTWARNING LIGHT. THIS CURRENT ACTIVATES THE SEAT BELT WARNING RELAY AND, FOR APPROX. 4–8 SECONDS, CURRENTFLOWING THROUGH THE WARNING LIGHT FLOWS FROM TERMINAL 5 OF THE RELAY → TERMINAL 6 → GROUND, CAUSING THEWARNING LIGHT TO LIGHT UP. AT THE SAME TIME AS THE WARNING LIGHT LIGHTS UP, A BUCKLE SW OFF SIGNAL IS INPUT TOTERMINAL 4 OF THE RELAY, THE CURRENT FLOWING TO TERMINAL 1 OF THE RELAY FLOWS FROM TERMINAL 6 → GROUND ANDTHE SEAT BELT WARNING BUZZER SOUNDS FOR APPROX. 4–8 SECONDS. HOWEVER, IF THE SEAT BELT IS PUT ON (BUCKLE SWON) DURING THIS PERIOD (WHILE THE BUZZER IS SOUNDING), SIGNAL INPUT TO TERMINAL 4 OF RELAY STOPS AND THECURRENT FLOW FROM TERMINAL 1 OF THE RELAY → TERMINAL 6 → GROUND IS CUT, CAUSING THE BUZZER TO STOP.

2. UNLOCK WARNING SYSTEMWITH THE IGNITION KEY INSERTED IN THE KEY CYLINDER (UNLOCK SW ON). THE IGNITION SW STILL OFF AND DOOR OPEN (DOORCOURTESY SW ON), WHEN A SIGNAL IS INPUT TO TERMINAL 3 OF THE RELAY, THE SEAT BELT WARNING RELAY OPERATES,CURRENT FLOWS FROM TERMINAL 1 OF THE RELAY → TERMINAL 6 → GROUND, AND THE UNLOCK WARNING BUZZER SOUNDS.

I11 UNLOCK WARNING SW [IGNITION SW]1–5 : CLOSED WITH IGNITION KEY IN CYLINDER

S 8 SEAT BELT WARNING RELAY6–GROUND : ALWAYS CONTINUITY3–GROUND : CONTINUITY WITH DRIVER’S DOOR OPEN7–GROUND : CONTINUITY WITH IGNITION KEY IN CYLINDER4–GROUND : CONTINUITY WITH DRIVER’S LAP BELT IN USE

5–GROUND : 0 VOLTS FOR 4–8 SECONDS WITH IGNITION SW ON AND APPROX. 12 VOLTS 4–8 SECONDS AFTER IGNITION SW ON1–GROUND : ALWAYS APPROX. 12 VOLTS

D10 DOOR COURTESY SW2–GROUND : CLOSED WITH DRIVER’S DOOR OPEN

B 4 BUCKLE SW1–2: CLOSED WITH DRIVER’S LAP BELT IN USE

SYSTEM OUTLINE

SERVICE HINTS

M

2 4 3

II211 II210 II29

OF

F

MIS

T

INT

LOW

HIG

H

WA

SH

ER

20AWIPER


8

4

16

13

7

18

L–B

L–R L

L–W

W–B

L–B

L–R

L–W

WIPER AND WASHER SW (W/ WIPER RELAY)[COMB. SW]

WIPER MOTOR

C14

1

1

4

I 5

II28

I13

M

1

2

I 2

IB

W–B

W 4

LL

LL

W–L

W–L

L

L

L

WASHERMOTOR

W 2

W–B

1

II212

IC

(CANADA)

W–B


J 3

WIPER RELAY

(USA)

64

122

WIPER AND WASHER

123

WITH THE IGNITION SW TURNED ON, THE CURRENT FLOWS TO TERMINAL 18 OF THE WIPER AND WASHER SW, TERMINAL 2 OFTHE WASHER MOTOR AND TERMINAL 4 OF THE WIPER MOTOR THROUGHT THE WIPER FUSE.

1. LOW SPEED POSITIONWITH THE WIPER SW TURNED TO LOW POSITION, THE CURRENT FLOWS FROM TERMINAL 18 OF THE WIPER AND WASHER SW →TERMINAL 7 → TERMINAL 2 OF THE WIPER MOTOR → WIPER MOTOR → TO GROUND, AND CAUSES TO THE WIPER MOTOR TO RUNAT LOW SPEED.

2. HIGH SPEED POSITIONWITH WIPER SW TURNED TO HIGH POSITION, THE CURRENT FLOWS FROM TERMINAL 18 OF THE WIPER AND WASHER SW →TERMINAL 13 → TERMINAL 1 OF THE WIPER MOTOR → WIPER MOTOR → TO GROUND AND CAUSES TO THE WIPER MOTOR TORUN AT HIGH SPEED.

3. INT POSITIONWITH WIPER SW TURNED TO INT POSITION, THE RELAY OPERATES AND THE CURRENT WHICH IS CONNECTED BY RELAYFUNCTION FLOWS FROM TERMINAL 15 OF THE WIPER AND WASHER SW → TERMINAL 16 → TO GROUND. THIS FLOW OF CURRENTOPERATES THE INTERMITTENT CIRCUIT AND THE CURRENT FLOWS FROM TERMINAL 18 OF THE WIPER AND WASHER SW →TERMINAL 7 → TERMINAL 2 OF THE WIPER MOTOR → WIPER MOTOR → TO GROUND AND FUNCTIONS.

THE INTERMITTENT OPERATION IS CONTROLLED BY A CONDENSER’S CHARGED AND DISCHARGED FUNCTION INSTALLED INRELAY AND INTERMITTENT TIME IS CONTROLLED BY A TIME CONTROL SW TO CHARGE THE CHARGING TIME OF THECONDENSER.

4. MIST POSITIONWITH WIPER SW TURNED TO MIST POSITION, THE CURRENT FLOWS FROM TERMINAL 18 OF THE WIPER AND WASHER SW →TERMINAL 7 → TERMINAL 2 OF THE WIPER MOTOR → WIPER MOTOR → TO GROUND AND CAUSES TO THE WIPER MOTOR TO RUNAT LOW SPEED.

5. WASHER CONTINUITY OPERATIONWITH WASHER SW TURNED ON, THE CURRENT FLOWS FROM TERMINAL 2 OF THE WAHSER MOTOR → TERMINAL 1 → TERMINAL 8OF THE WIPER AND WASHER SW → TERMINAL 15 → TO GROUND, AND CASES TO THE WASHER MOTOR TO RUN , AND WINDOWWASHER IS JET. THIS CAUSES THE CURRENT TO FLOW WASHER CONTINUOUS OPERATION CIRCUIT IN TERMINAL 18 OF THEWIPER AND WASHER SW → TERMINAL 7 → TERMINAL 2 OF THE WIPER MOTOR → WIPER MOTOR → TO GROUND AND FUNCTIONS.

C14 WIPER AND WASHER SW (W/ WIPER RELAY)16–GROUND : ALWAYS CONTINUITY18–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION 7–GROUND : APPROX. 12 VOLTS WITH WIPER AND WASHER SW AT LOW POSITION

APPROX. 12 VOLTS EVERY APPROX. 1 TO 10 SECONDS INTERMITTENTLY, WITH WIPER SW AT INT POSITION 4–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON, UNLESS WIPER MOTOR IS AT STOP POSITION13–GROUND : APPROX. 12 VOLTS WITH WIPER AND WASHER SW AT HIGH POSITION

W 4 WIPER MOTOR3–4 : CLOSED UNLESS WIPER MOTOR IS AT STOP POSITION

: PARTS LOCATION


C14 26 W 2 27

J 3 26 W 4 27

: RELAY BLOCKS






: GROUND POINTS




SYSTEM OUTLINE

SERVICE HINTS

124

WIPER AND WASHER

: SPLICE POINTS


I 234 COWL WIRE

I13 34 LUGGAGE ROOM WIRE

I 534 COWL WIRE

125

SRS (AIRBAG)

NOTICE: When inspecting or repairing the SRS AIRBAG, perform the operation in accordance with the followingprecautionary instructions and the procedure and precautions in the Repair Manual for the applicable modelyear. Malfunction symptoms of the airbag system are difficult to confirm, so the diagnostic trouble codes become

the most important source of information when troubleshooting.When troubleshooting the airbag system, always inspect the diagnostic trouble codes before disconnectingthe battery.

Work must be started after 30 seconds or longer from the time the Ignition SW is set to the “LOCK” positionand the negative (–) terminal cable is disconnected from the battery.(The airbag system is equipped with a back–up power source so that if work is started within 30 seconds ofdisconnecting the negative (–) terminal cable of the battery, the airbag may be deployed.)When the negative (–) terminal cable is disconnected from the battery, memory of the clock and audio systemswill be canceled. So before starting work, make a record of the contents memorized by each memory system.Then when work is finished, reset the clock and audio system as before.When the vehicle has tilt and telescopic steering, power seat, outside rear view mirror and power shoulderbelt anchorage, which are all equipped with memory function, it is not possible to make a record of the memorycontents. So when the operation is finished, it will be necessary to explain this fact to the customer, andrequest the customer to adjust the features and reset the memory.To avoid erasing the memory of each memory system, never use a back–up power supply from outside thevehicle.

When removing the steering wheel pad or handling a new steering wheel pad, keep the pad upper surfacefacing upward. Also, lock the lock lever of the twin lock type connector at the rear of the pad and take carenot to damage the connector.(Storing the pad with its metallic surface up may lead to a serious accident if the SRS inflates for some reason.)

Store the steering wheel pad where the ambient temperature remains below 93°C (200°F), without highhumidity and away from electrical noise.

Never use airbag parts from another vehicle. When replacing airbag parts, replace them with new parts. Never disassemble or repair the steering wheel pad, center airbag sensor assembly or front airbag sensors. Before repairing the body, remove the airbag sensors if during repair shocks are likely to be applied to the

sensors due to vibration of the body or direct tapping with tools or other parts. Do not reuse a steering wheel pad or front airbag sensors.

After evaluating whether the center airbag sensor assembly is damaged or not, decide whether or not to reuseit. (See the Repair Manual for the method for evaluating the center airbag sensor assembly.)

When troubleshooting the airbag system, use a high–impedance (Min. 10kΩ/V) tester. The vehicle wiring harness exclusively for the airbag system is distinguished by corrugated yellow tubing, as

are the connectors. Do not measure the resistance of the airbag squib.

(It is possible this will deploy the airbag and is very dangerous.) If the wire harness used in the airbag system is damaged, replace the whole wire harness assembly.

When the connector to the airbag front sensors can be repaired alone (when there is no damage to the wireharness), use the repair wire specially designed for the purpose.(Refer to the Repair Manual for the applicable Model year for details of the replacement method.)

INFORMATION LABELS (NOTICES) are attached to the periphery of the airbag components. Follow theinstructions on the notices.

126

SRS AIRBAG

The airbag system has connectors which possess the functions described below:1. AIRBAG ACTIVATION PREVENTION MECHANISM

Each connector contains a short spring plate. When theconnector is disconnected, the short spring plateautomatically connects the power source and groundingterminals of the squib to preclude a potential differencebetween the terminals.

2. ELECTRICAL CONNECTION CHECK MECHANISMThis mechanism is designed to electrically check ifconnectors are connected correctly and completely.The electrical connection check mechanism is designed sothat the connection detection pin connects with thediagnosis terminals when the connector housing lock is inthe locked condition.

127

3. CONNECTOR TWIN–LOCK MECHANISMWith this mechanism connectors (male and femaleconnectors) are locked by two locking devices to increaseconnection reliability. If the primary lock is incomplete, ribsinterfere and prevent the secondary lock.

5

3

1

2

1

2

5

1

26

EA312 EA31

I10 I 4


12 15

IG2 IG1 ACC B LA TC

AB TC

7. 5AAM2

7. 5AGAUGE

15ARAD& CIG

7. 5AECU–B

W–R

GR

R–L

B–R

W–R

R–Y

P–B

R–Y W

2 1 2 1

2 1

WBWBW B

W–B

W–B

–SL +SL –SR +SR D– D+ E2 E1

IB ID

AIRBAGWARNING LIGHT[COMB. METER]

FRONT AIRBAGSENSOR LH

FRONT AIRBAGSENSOR RH

AIRBAG SQUIB

C10

CENTER AIRBAG SENSORASSEMBLY

SPIRALCABLE

12 21

IG2

ST

2A

M2

9

10

ID14ID12ID13ID11

A1 A2 A3 A4 A6 A9

B1 B2 C2 C1 A7 A8 A5 A10

IE311

ID22ID21

II218

W–R

WGR

R–L

B–O

B–O

B–R P–L

W–R

B–Y

R–Y W

W–R R–Y

BR

IGN

ITIO

NS

WI1

1

F 8 F 9 A16

C18 , C19 , C20A B CW

–B BR

R–Y

W–B

3

E1

EA

IE43

II313

B–R

DLC(CHECK CONNECTOR)

C 1

128

SRS AIRBAG

129

THE SRS (SUPPLEMENTAL RESTRAINT SYSTEM) AIRBAG IS A DRIVER PROTECTION DEVICE WHICH HAS A SUPPLEMENTAL ROLETO THE SEAT BELTS.CURRENT FLOWS CONSTANTLY TO TERMINAL (A) 4 OF THE CENTER AIRBAG SENSOR ASSEMBLY. WHEN THE IGNITION SW ISTURNED TO ACC OR ON, CURRENT FROM THE RAD & CIG FUSE FLOWS TO TERMINAL (A) 3 OF THE CENTER AIRBAG SENSORASSEMBLY. ONLY WHEN THE IGNITION SW IS ON DOES THE CURRENT FROM THE GAUGE FUSE FLOW TO TERMINAL (A) 1 . ANDTHE CURRENT FROM THE AM1 FUSE TO TERMINAL (A) 2.IF AN ACCIDENT OCCURS WHILE DRIVING, DECELERATION CAUSED BY A FRONTAL IMPACT IS DETECTED BY EACH SENSOR, ANDSWITCH, AND WHEN THE FRONTAL IMPACT EXCEEDS A SET LEVEL (WHEN THE MERCURY SW BUILT INTO THE CENTER AIRBAGSENSOR ASSEMBLY IS ON AND THE CENTER AIRBAG SENSOR IS ON, FRONT AIRBAG SENSORS ARE OFF), CURRENT FROM THERAD & CIG, GAUGE OR AM1 FUSE FLOW TO TERMINAL (A) 8 OF THE CENTER AIRBAG SENSOR ASSEMBLY → TERMINAL 1 OF THEAIRBAG SQUIB → SQUIB → TERMINAL 2 → TERMINALS (A) 7 OF CENTER AIRBAG SENSOR ASSEMBLY → TERMINAL (A) 5,TERMINAL (A) 10 OR BODY GROUND → GROUND.WHEN THE MERCURY SW BUILT INTO THE CENTER AIRBAG SENSOR ASSEMBLY IS ON AND THE FRONT AIRBAG SENSOR LH ORRH IS ON, CENTER AIRBAG SENSOR IS OFF CURRENT FROM THE RAD & CIG, GAUGE OR AM1 FUSE FLOWS TO TERMINALS (A) 8OF THE CENTER AIRBAG SENSOR ASSEMBLY → TERMINAL 1 OF THE AIRBAG SQUIB → SQUIB → TERMINAL 2 → TERMINALS (A) 7OF THE CENTER AIRBAG SENSOR ASSEMBLY → TERMINAL (C) 1 OR (B) 2 → TERMINAL 1 OF FRONT AIRBAG SENSOR → TERMINAL2 → TERMINAL (C) 2 OR (B) 1 OF CENTER AIRBAG SENSOR ASSEMBLY → TERMINAL (A) 5 , TERMINAL (A) 10 OR BODY GROUND →GROUND.WHEN THE MERCURY SW BUILT INTO THE CENTER AIRBAG SENSOR ASSEMBLY IS ON, AND THE FRONT AIRBAG SENSOR LH ORRH IS ON AND CENTER AIRBAG SENSOR IS ON ONE OF THE ABOVE–MENTIONED CIRCUITS IS ACTIVATED SO THAT CURRENTFLOWS TO THE AIRBAG SQUIB AND CAUSES IT TO OPERATE. THE BAG STORED INSIDE THE STEERING WHEEL PAD ISINSTANTANEOUSLY EXPANDED TO SOFTEN THE SHOCK TO THE DRIVER.THE REASON WHY THERE ARE MULTIPLE POWER SOURCES AND GROUND POINTS IS SO THAT IN THE EVENT THAT ONE OR TWOOF THE POWER SOURCES AND GROUND POINTS DO NOT WORK FOR SOME REASON, THE REMAINING POWER SOURCE ANDGROUND POINT WILL BE AVAILABLE TO COMPENSATE.

: PARTS LOCATION


A16 26 C18 A 26 F 8 27

C 1 24(5S–FE) , 25 (3S–GTE) C19 B 26 F 9 27

C10 26 C20 C 26 I11 26

: RELAY BLOCKS






EA328 (5S–FE)

ENGINE WIRE AND ENGINE ROOM MAIN WIRE (INSIDE R/B NO 2)EA330 (3S–GTE)

ENGINE WIRE AND ENGINE ROOM MAIN WIRE (INSIDE R/B NO. 2)

ID1 32 COWL WIRE AND COWL WIRE (NEAR R/B NO. 1)

ID2 32 COWL WIRE AND COWL WIRE (BEHIND COMBINATION METER)





: GROUND POINTS


EA28 (5S–FE)


INTAKE MANIFOLD



: SPLICE POINTS


I 4 34 COWL WIRE I10 34 COWL WIRE

SYSTEM OUTLINE

130

SRS AIRBAG

131

HORN

5

5 5

5

II27

10

B 1G–W G–W

G–R

G–B

G–W

G–B

G–W

G–W

1

2


15AHAZ–HORN

HORN SW[COMB. SW]

HORN HORN

HORNRELAY

H 5 H 6C15

1 3

1 1

2

HORN RELAY(5) 2– (5)3 : CLOSED WITH HORN SW ON

: PARTS LOCATION


C15 26 H 5 27 H 6 27

: RELAY BLOCKS






: SPLICE POINTS


B 1 36 LUGGAGE ROOM WIRE

SERVICE HINTS

1

II4

7

II4

6II48

II312

I 5

B 4

2 B

2 A 3 A 5 A 6 A

A

1C2C

4

B

4 B

BE

6 17 18 19 20

12

2

1

14

4 15 1 23

1

2

7. 5AGAUGE

POWER STEERINGECU

POWER STEERINGDRIVER

JUNCTIONCONNECTOR

STEERINGPOSITIONSENSOR[COMB. SW]

POWER STEERINGWARNING LIGHT[COMB. METER]

1

2


R–L

R–LR–L

Y–R

Y–W

Y–W

Y–R

B

B–Y

W–B

R–L

R–L

R–L

R–L

R–L

LG

Y–R

Y–W R–L LG

LG–B

LG–R R W

LG–GR

–LW

–B

W–B

W–B

IFB IOVR ICTR ISTP SGND

GND

SS1 SS2 IGB

VS

SS2

SS1

( *1)

( *1)

J 1

C14

C11 , C12

P 7

P 4 , P 5 , P 6

A

A

C B

1 A4 A

( EX

.*1

)

IC

1


J 3

IGB IFB IOVR ICTR ISTP SGNDM+

M–

II49

IE311

EA31

WW

WW

BR

3

16

15

CHK

TC

E1

DLC(CHECKCONNECTOR)

C 1

EA

13 R–L R–L

(*1) (*1)

(EX. *1)

R–L

WL

R–LTO HEATERRELAY

W–B

3A

9

3D

9

J/BNO. 3

3C 3C

87

(A/T

)

( M/T

)

3C

2

3D12

J/BNO. 3

132

EHPS (ELECTRO HYDRAULIC POWER STEERING)

P

B 6

5

A2 B2

A

1 B1

A2 A1 B1 B2

BF ID

B 7B 6B4

M

80AABS

SPEED SENSOR[COMB. METER]

POWERSTEERING RELAY

POWER STEERINGECU

POWER STEERING MOTOR

7 8 12

9 14 5 11

6

5

LG LG B–W

B–W

V–W

B

BR

BR

W–B

W–B

W–B

Y–G

W–L

B

W–B

B–Y

B

W–B

W–B W–B

B

V–W

W–B

MTH BMS GND

IDUP EF1 SPD MRLY


P 7

P10 , P11 C11

P 8 , 9

A

B A A

B

II413II42II41

I10

IE114IE35IE34

EA13 EA12

A7

B15

D7

A8

B16

D21

A9

B9

C11

B L–Y

V–W

V–W

L–YB

L–YB

B L–Y

V–W

(3S–GTE)

(5S–FE A/T)

(5S–FE M/T)

( *2)

( *2)

( *2)

( *2)

( EX

.*2

)

( EX

.*2

)

B L–Y

V–W

PS

PS

CT

SP

D

PCME(ENGINE AND ECT ECU (A/T)ENGINE ECU)

BE 6 , E 6A D, E 6 , E 8C

A6

A10

133

*1 : (1) USA (A/T)(2) USA (M/T) WITH CRUISE CONTROL, ABS,

POWER WIONDOW OR WOOFER SPEAKER *2 : 5S–FE (M/T)

134

EHPS (ELECTRO HYDRAULIC POWER STEERING)

THE EHPS (ELECTRO HYDRAULIC POWER STEERING) SYSTEM FUNCTIONS TO CHANGE THE FORCE REQUIRED FOR STEERINGMANEUVERS, AND THEREBY PROVIDE THE IDEAL STEERING FEELING FOR AT VEHICLE SPEEDS AND STEERING CONDITIONS.THIS IS DONE BY THE POWER STEERING ECU CONTROLLING THE HYDRAULIC PRESSURE ACTING UPON THE HYDRAULICREACTION CHAMBER (LOCATED IN THE GEAR BOX CONTROL UNIT) BY REGULATING THE POWER STEERING MOTOR’S SPEED(AND HENCE THE AMOUNT OF FLUID FLOW).

EHPS OPERATIONWHEN THE IGNITION SWITCHED ON, STARTING CURRENT FLOWS FROM THE GAUGE FUSE TO TERMINAL IGB OF THE POWERSTEERING ELECTRONIC CONTROL UNIT, TERMINAL VS OF THE STEERING POSITION SENSOR, AND TERMINAL (A) 4 OF THEPOWER STEERING DRIVER.

THE VEHICLE SPEED IS DETECTED AT THE SPEED SENSOR, AND SIGNALS ARE INPUT AS CONTROL SIGNALS TO TERMINAL SPDOF THE POWER STEERING ELECTRONIC CONTROL UNIT AND TO TERMINALS SS1 AND SS2 OF THE POWER STEERINGELECTRONIC CONTROL UNIT.

WHEN THE ENGINE IS STARTED, SIGNALS ARE INPUT TO TERMINAL EFI OF THE POWER STEERING ELECTRONIC CONTROL UNITFROM THE ENGINE OF TERMINAL PSCT OF THE ENGINE AND ECT ECU. AS A RESULT, THE CURRENT APPLIED TO TERMINAL IGBOF THE POWER STEERING ECU FROM THE GAUGE FUSE FLOWS FROM TERMINAL MRLY OF THE POWER STEERING ECU →TERMINAL (B) 1 OF THE POWER STEERING RELAY → TERMINAL (B) 2 → GROUND, AND THE POWER STEERING RELAY ISSWITCHED ON. AS A RESULT, THE CURRENT APPLIED TO TERMINAL (A) 1 OF THE POWER STEERING RELAY FROM THE ABS FUSEFLOWS FROM TERMINAL (A) 2 OF THE POWER STEERING RELAY → TERMINAL (B) 1 OF THE POWER STEERING DRIVER AND TOTERMINAL (A) 1 OF THE POWER STEERING MOTOR.

IF THE VEHICLE SPEED IS LOW, THE SPEED OF THE POWER STEERING MOTOR IS INCREASED BY INCREASING THE VOLTAGE OFTHE CURRENT THAT FLOWS FROM TERMINAL (A) 1 OF THE POWER STEERING MOTOR TO TERMINAL (A) 2 OF THE POWERSTEERING MOTOR → TERMINAL (B) 2 OF THE POWER STEERING DRIVER → TERMINAL (C) 2 → GROUND, WITH THE RESULT THATTHE VOLUME OF FLOW OF THE POWER STEERING FLUID BECOMES GREATER, THUS PROVIDING A LIGHT STEERING FEELING.

WHEN THE VEHICLE SPEED IS HIGH, THE SPEED OF THE POWER STEERING MOTOR DECREASES AS A RESULT OF THE REDUCEDVOLTAGE APPLIED TO THE POWER STEERING MOTOR, AND THUS THE VOLUME OF FLOW OF THE POWER STEERING FLUID ISREDUCED, SO THE STEERING FEELING IS MORE RESISTANT.

P 2 POWER STEERING ECU1–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON

12–GROUND : ALWAYS CONTINUITY5–GROUND : 1 PULSE EACH 40 CM (DRIVER VEHICLE SLOWLY)

C14 STEERING POSITION SENSOR [COMB. SW]14–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON12–GROUND : ALWAYS CONTINUITY

P 1 POWER STEERING DRIVER(A)4–GROUND : APPROX. 12 VOLTS WITH IGNITION SW ON(B)2–GROUND : ALWAYS CONTINUITY

: PARTS LOCATION


C 1 24 (5S–FE), 25 (3S–GTE) E 6 C 24 (5S–FE) P 7 27

C11 A 26 E 8 D 24 P 8 A 27

C12 B 26 J 3 26 P 9 B 27

C14 26 P 4 C 27 P10 B 27

E 6 A 25 (3S–GTE) P 5 B 27 P11 A 27

E 6 B 24 (5S–FE) P 6 A 27

: RELAY BLOCKS






3A


3D

( )

SYSTEM OUTLINE

SERVICE HINTS

135




EA328 (5S–FE)







: GROUND POINTS


EA28 (5S–FE)


INTAKE MANIFOLD





: SPLICE POINTS


I 534 COWL WIRE

B 636 LUGGAGE ROOM WIRE

I1034 COWL WIRE


B 4 36 LUGGAGE ROOM WIRE

1

2

LEF

T

RIG

HT

UP

DO

WN

LEFT

/U

P

RIG

HT

/D

OW

N

LH RH LH RH

JUNCTIONCONNECTOR

SE

LEC

TS

WO

PE

RA

TIO

NS

W

15ARAD & CIG

M M M M

785243

10

231231

GR GR

R

R–G

BR

–R

R

R–G

BR

–R

W–B

REMOTE CONTROLMIRROR SW

REMOTE CONTROLMIRROR LH

REMOTE CONTROLMIRROR RH

B18

R17 R18

W–B

R19


IB

GRGR 8 22

1

B19

FROMPOWER WINDOWMAIN SW

R–GR

BR

–R

R–GLGRL

BR

–RB

R–R

R–GR

W–B

W–B

BR

–R

LGL

W–BBR–R

W–B

J 1

IF17 IF16 IF15 IF110

IJ17 IJ16 IJ15

IF1

8

IC

I 2W–B

(CANADA)6(USA)4


J 3

I 1

GR

GR

(*1) (*1) (*1)

(EX. *1)

LEFT

/RIG

HT

UP

/DO

WN

LEFT

/RIG

HT

UP

/DO

WN

3D

3

3A

3J/B NO. 3

136

REMOTE CONTROL MIRROR* 1 : (1) CANADA

(2) USA (A/T)(3) USA (M/T) WITH CRUISE CONTROL, ABS,


137

R19 REMOTE CONTROL MIRROR SW10–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ACC OR ON POSITION8–7 : CONTINUITY WITH OPERATION SW AT UP OR LEFT POSITION10–8 : CONTINUITY WITH OPERATION SW AT DOWN OR RIGHT POSITION

: PARTS LOCATION


J 1 26 R17 27 R19 27

J 3 26 R18 27

: RELAY BLOCKS











: GROUND POINTS




: SPLICE POINTS


I 2 34 COWL WIRE B19 36 FRONT DOOR LH WIRE

B18 36 FRONT DOOR RH WIRE

SERVICE HINTS

5

5

5 5

5

1 11 1

IK29 IK28 IK110 IK112 IK22

II39

IF28 IF27 IF29 IF212

IK212

II3

1

M

5

1

I10

I11

B18

3 1

10

3 2 4

5371516

2 4 6

20

10

5 11

2

8

315

2

ID IC

15ATAIL

BA

TTE

RY

FL MAIN2. 0L


THEFT DETERRENT ECU

DOOR LOCKMOTOR LH

TODOOR LOCK ECU

TODOOR LOCK ECU

UN

LOC

KW

AR

NIN

GS

W

THEFT DETERRENTINDICATOR[COMB. METER]

HEADLIGHTRELAY

TAILLIGHTRELAY

FROM POWER WINDOWMASTER SW ANDDOOR LOCK CONTROL SW LH

W–B

W–R

W

W

LGR–Y

R

R–Y

L–R

W–R

W–B

W–B

L–W

W

W

IND KSW E FLL L/UL

RTR

W–R

R–Y

G LG

W

W

Y L

W–B

L–Y

W–R

W–R

L–R

LY

W–B

W–B

BR

W–R

L–Y

L–B

L–W

L–W

L–B

L–R

W–R

W–B

W–B

R20

T 5

D16

I11

C11


1


J 3

(USA)

6

5

W–B

R

(CANADA)

11

3B7 3D11

J/BNO. 3

138

THEFT DETERRENT

5

5AM2

ST2

IG210

6IE4

9

EA3

8

P

N

2

3

BM1

4

IE3

2

IK1

14

II313

IJ24 IJ23 IJ210 IJ213IF26 IF25 IJ26 IJ25

IK26 IK25 IK15

I11 I11

I10 I10

B15

I11

3

1 2

3

1 2

M

TODOOR LOCK ECU

TODOOR LOCK ECU

STARTERRELAY

CLUTCHSTART SW

IGNITION SW

THEFT DETERRENT ECU

DOOR LOCKMOTOR RH

DIODE(FOR THEFTDETERRENTSYSTEM)

TODOOR LOCK ECU

FROMDOOR LOCKCONTROL SW

DO

OR

LOC

KK

EY

LOC

KA

ND

UN

LOC

KS

WLH

DO

OR

LOC

KK

EY

LOC

KA

ND

UN

LOC

KS

WR

H

PN

S( N

EU

TRA

LS

TA

RT

SW

)

7. 5AAM2

12 10 11

4 3

3

453

6 2 1

1

18

2 1

1

2

2

2

W

B–R

R

R R

R R

B

W–BR–BR–B

L–O

W–R

L–W

W–B

W–B

W–B

W–B

B–YB–Y

BB

B–Y

B–R

R–W

B–W

W

W–B

B–

Y

B

L–O

L–O

B–Y

B

B

B–Y

B–Y B

B

B–Y

B

B–Y

B–Y B

B–Y

L–O

W–R

L–O

L–B

L–W

L–B

L–O

W–R

L–W

W–B

W–B

W–B

W–B

D 4

S 6

C 9

I11

D17

T 5

N1

D15

D14

FRL K/UL K/L

SRLY

(A/T)

(A/T)

(M/T)(M/T)

( M/T

)

(A/T)

(M/T) (A/T)U

NLO

CK

LOC

K

LOC

K

UN

LOC

K

B19 IF1

10

IB

W–B W–B

EA1

7

ID

I11

I 2

IC

IJ1

10

64


J 3

W–B

W–B

W–B W–B

W–B W

–B

46

(USA)(CANADA)

W–B

139

5 5

5 5 1

5II33 II311

IK113 IK21 IK27

IK210

IK214

IK23

II316IE33

BM19

IE312BM14

I18 I11

B27

1

3

2

1

2

1 1

1 2 1 2

8B

8

B

22A

10B

14 1 13

3 1

2

4 1 2

1

698

1

17

2 2 1

2

2

BI BE EA


15ADOME

15AHAZ–HORN

15ARAD & CIG

HORNRELAY

DIODE(FOR INTERIOR SYSTEM)

THEFT DETERRENT ECU

(A/T)(M/T)

(A/T)(M/T)

DO

OR

CO

UR

TE

SY

SW

LH

DO

OR

CO

UR

TE

SY

SW

RH

RE

AR

LUG

GA

GE

CO

MP

AR

TME

NT

KE

YU

NLO

CK

SW

FRO

NT

LUG

GA

GE

CO

MP

AR

TM

EN

TD

OO

RC

OU

RT

ES

YS

W

EN

GIN

EH

OO

DC

OU

RT

ES

YS

W

RE

AR

LUG

GA

GE

CO

MP

AR

TM

EN

TD

OO

RC

OU

RT

ES

YS

W

THE

FT

DE

TER

RE

NT

HO

RN

CTY1 KSW2 CTY2

B SH HORN ACC

GRGR

G–R

G–B G–B G–B

GR

G–R

G–R

G–R

R–W

RR

R

G–W

GR

R–G

R–G

L–W

R–W

R–W

R–W

R–W

R–W

R–W

L–W

R–G

R–G

R–G

R–W

R–W

R–G

R–G

L–W

W–B

W–B

W–B

R–W

R–G

D18

R8

E9F1

0

R9

D11

D10

T1

JUNCTIONCONNECTOR

J 1

A

A

(USA)(CANADA)

T 5

R R

FR

OM

RE

AR

LUG

GA

GE

CO

MP

AR

TM

EN

TLI

GH

T

IK2

4

II2

7

E 1

R–G

EA18

B28

BG

W–B

W–B

3A3

3D

3J/BNO. 3

140

THEFT DETERRENT

141

T5 THEFT DETERRENT ECU13–GROUND: 0 VOLTS WITH ENGINE HOOD OR FRONT OR REAR LUGGAGE COMPARTMENT DOOR OPEN

: APPROX. 12 VOLTS WITH ENGINE HOOD OR FRONT OR REAR LUGGAGE COMPARTMENT DOOR OPEN16–GROUND: APPROX. 12 VOLTS WITHIN 30 SECONDS WITH SYSTEM ON10–GROUND: 0 VOLTS WITH LH OR RH DOOR UNLOCKED WITH KEY

APPROX. 12 VOLTS WITH LH OR RH DOOR EXCEPT UNLOCKED WITH KEY6–GROUND : 12 VOLTS WITH IGNITION SW AT ACC OR ON POSITION

0 VOLTS WITH IGNITION SW OFF7–GROUND : ALWAYS CONTINUITY14–GROUND: 0 VOLTS WITH LH OR RH DOOR OPEN

APPROX. 12 VOLTS WITH LH OR RH DOOR CLOSED5–GROUND : 0 VOLTS WITH LH OR RH DOOR LOCK LEVER PULLED

APPROX. 12 VOLTS WITH LH OR RH DOOR LOCK LEVER PULLED1–GROUND : 0 VOLTS WITH REAR LUGGAGE COMPARTMENT DOOR UNLOCKED WITH THE KEY

12 VOLTS WITH REAR LUGGAGE COMPARTMENT DOOR LOCKED WITH THE KEY11–GROUND : 0 VOLTS WITH LH OR RH DOOR LOCKED WITH THE KEY

APPROX. 12 VOLTS WITH LH OR RH DOOR EXCEPT LOCKED WITH THE KEY18–GROUND: APPROX. 12 VOLTS WITH SYSTEM ON AND IGNITION SW ST POSITION

0 VOLTS WITH SYSTEM OPERATED17–GROUND: ALWAYS APPROX. 12 VOLTS

D10, D11 DOOR COURTESY SW1–GROUND : CLOSED WITH LH OR RH DOOR OPEN

D14, D15 DOOR LOCK KEY LOCK AND UNLOCK SW

1–3 : CLOSED WITH KEY CYLINDER UNLOCKED WITH KEY2–3 : CLOSED WITH KEY CYLINDER LOCKED WITH KEY

D16, D17 DOOR LOCK MOTOR

3–6 : CLOSED WITH DOOR LOCK LEVER PULLED

E 9 ENGINE HOOD COURTESY SW1–2 : CLOSED WITH ENGINE HOOD OPEN

R 8 REAR LUGGAGE COMPARTMENT DOOR COURTESY SW

1–GROUND : CLOSED WITH REAR LUGGAGE COMPARTMENT DOOR OPEN

R 9 REAR LUGGAGE COMPARTMENT KEY UNLOCK SW

1–2 : CLOSED WITH REAR LUGGAGE COMPARTMENT DOOR UNLOCKED WITH THE KEY


C 9 26 D17 27 N 1 24

C11 26 D18 27 R 8 27

D 4 26 E 9 24 (5S–FE), 25 (3S–GTE) R 9 27

D10 27 F10 27 R20 27

D11 27 I11 26 S 6 24 (5S–FE), 25 (3S–GTE)

D14 27J 1

A 26 T 1 24 (5S–FE), 25 (3S–GTE)

D15 27J 1

B 26 T 5 27

D16 27 J 3 26

: RELAY BLOCKS






3A

3B 22 COWL WIRE AND J/B NO. 3 (BEHIND COMBINATION METER)

3D


SERVICE HINTS

142

THEFT DETERRENT


EA128 (5S–FE)

ENGINE WIRE AND ENGINE ROOM MAIN WIRE (REAR LUGGAGE COMPARTMENT LEFT)EA130 (3S–GTE)

ENGINE WIRE AND ENGINE ROOM MAIN WIRE (REAR LUGGAGE COMPARTMENT LEFT)

EA328 (5S–FE)











IK134 FLOOR WIRE AND COWL WIRE (RIGHT KICK PANEL)

IK234 FLOOR WIRE AND COWL WIRE (RIGHT KICK PANEL)


: GROUND POINTS


EA28 (5S–FE)


INTAKE MANIFOLD







: SPLICE POINTS


E 1 28 ENGINE ROOM MAIN WIRE B15 36 FRONT DOOR RH WIRE

I 2 B1836 FRONT DOOR LH WIRE

I10 B1936 FRONT DOOR LH WIRE

I11 34 COWL WIRE B2736 ENGINE ROOM MAIN WIRE

I16 B2836 ENGINE ROOM MAIN WIRE

I18

1

3

1

2

1

3

1

2

1

5

1

1

1

2

IE19

B

1

B1

BH IC


7. 5AGAUGE

20ADEFOG

DEFOGGERRELAY

REAR WINDOWDEFOGGER

TO PCME(ENGINE AND ECT ECU (A/T)ENGINE ECU (M/T))

11 10

11

DEFOGGER SW[A/C CONTROLASSEMBLY]

DIODE(FOR ELECTRICALIDLE–UP SYSTEM)

R–L

L–R

W–BB

R–Y

R–Y

B

B

W–B

B

R–L

R–Y

R–Y

A10

D 2

R13 , R14

A

A

W–B


1 J 3

BN12

B

3A6

J/BNO. 3

3A2

J/BNO. 3

3A9

J/BNO. 3

144

REAR WINDOW DEFOGGER

X X X

10 11 X X

1 21

A10 D 2 R13 , R14

1

X

J 3 A B

145

DEFOGGER RELAY4 – 1 : CLOSED WITH IGNITION SW ON AND DEFOGGER SW ON

A10 DEFOGGER SW [A/C CONTROL ASSEMBLY]10–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION10–11 : CLOSED WITH DEFOGGER SW ON

: PARTS LOCATION


A10 26 J 3 26 R14 B 27

D 2 26 R13 A 27

: RELAY BLOCKS





3A 22 COWL WIRE AND J/B NO. 3 (BEHIND COMBINATION METER)




BN1 36 ROOF NO.3 WIRE AND ENGINE ROOM MAIN WIRE

: GROUND POINTS



BH 36 UNDER THE RIGHT REAR PILLAR

SERVICE HINTS

1

2

2

3

1

2

2 1

3 4 5

P1

P

P2

SL–

SL+

G–R

G

G–W

L

L–R

A

A

A

B

1

2

IC

15ARAD & CIG

7. 5AECU–IG

15ASTOP

KEY INTERLOCKSOLENOID

SHIFT LOCKCONTROL SW

SHIFT LOCKSOLENOID

(W/ CRUISE CONTROL)

(W/O CRUISE CONTROL)

(W/ CRUISE CONTROL)


STOP LIGHT SW

JUNCTIONCONNECTOR

GR

GR

B–Y

G–

W

G–W

R–W

G–O

W–B

W–B


1

1

2

2

SHIFT LOCK ECU

B–Y

S 9

B

B

S 7

1 12

W–B

4

6

G–W

9

8

IE313

GR

JUNCTIONCONNECTOR

J 1

J 1

K 2


J 31

W–B

TIMER

TIMER

KLS+ E

ACC IG STP

3A

4

J/BNO. 3

3D5

3D6

J/BNO. 3

3D3

3A3

J/BNO. 3

3D10

3D

12

J/BNO. 3

146

SHIFT LOCK

X X 6 X1 2 3 4 5

J 1 K 2 S 7

S 9 S 9A BBLUE

BLUE

1

X

J 3

981 2

1 2 1

X

2

X

4

(W/ CRUISE CONTROL) (W/O CRUISE CONTROL)

147

WHEN THE IGNITION SW IS TURNED TO ACC POSITION THE CURRENT FROM THE CIG RADIO AND CIG FUSE FLOWS TO TERMINAL3 OF THE SHIFT LOCK ECU. IN THE ON POSITION, THE CURRENT FROM THE ECU–IG FUSE FLOWS TO TERMINAL 4 OF THE ECU.

1. SHIFT LOCK MECHANISMWITH THE IGNITION SW ON, WHEN A SIGNAL THAT THE BRAKE PEDAL IS DEPRESSED (STOP LIGHT SW ON) AND A SIGNAL THATTHE SHIFT LEVER IS PUT IN “P” RANGE (CONTINUITY BETWEEN P1 AND P OF THE SHIFT POSITION SW) IS INPUT TO THE ECU. THEECU OPERATES AND CURRENT FLOWS FROM TERMINAL 4 OF THE ECU → TERMINAL SL+ OF THE SHIFT LOCK SOLENOID →SOLENOID → TERMINAL SL– → TERMINAL 1 OF THE ECU → GROUND. THIS CAUSES THE SHIFT LOCK SOLENOID TO TURN ON(PLATE STOPPER DISENGAGES) AND THE SHIFT LEVER CAN SHIFT INTO OTHER RANGE THAN THE “P” RANGE.

2. KEY INTERLOCK MECHANISMWITH THE IGNITION SW IN ON OR ACC POSITION, WHEN THE SHIFT LEVER IS PUT IN “P” RANGE (NO CONTINUITY BETWEEN P2AND P OF LOCK CONTROL SW), THE CURRENT FLOWING FROM TERMINAL 2 OF THE ECU → KEY INTERLOCK SOLENOID IS CUTOFF. THIS CAUSES THE KEY INTERLOCK SOLENOID TO TURN OFF (LOCK LEVER DISENGAGES FROM LOCK POSITION) AND THEIGNITION KEY CAN BE TURNED FROM ACC TO LOCK POSITION. IF THE IGNITION IS LEFT IN ACC OR ON POSITION WITH THE SHIFTLEVER IN OTHER THAN “P” RANGE, THEN AFTER APPROX. ONE HOUR THE ECU OPERATES TO RELEASE THE LOCK.

S 7 SHIFT LOCK ECU3–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ACC OR ON POSITION4–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION1–GROUND : ALWAYS CONTINUITY5–GROUND : APPROX. 12 VOLTS WITH BRAKE PEDAL DEPRESSED

: PARTS LOCATION


J 1 26 K 2 26S 9

A 26

J 3 26 S 7 26S 9

B 26

: RELAY BLOCKS











: GROUND POINTS



SYSTEM OUTLINE

SERVICE HINTS

148

ABS (ANTI–LOCK BRAKE SYSTEM)

II4

3

A

B B A

A A A C C C C C

A A A A A B A A

BF IC

B B B B A A A A

IE311

M

4

1

1 5 2 32456

11 4 5 12 6 1 8 9

2 13 6 17 10 3 7 1

2 6

BATTERY

FL MAIN 2. 0L

ABS ACTUATOR

R–B

W

B–W

B–W

G–R

L–Y

G–B

L–R

G–W

G–R

R–W

W–B

Y W

W–B

W–B

Y W

W–B

W–B

R G L P

16 15

TS TC

2 2 11

ABS SPEEDSENSOR FRONT LH

ABS SPEEDSENSOR FRONT RH

A23 A24

A 7 , A 8B A ABS ECU

B12

55

I11

B13

BM2(A/T)1IE3(M/T)2

EA32 EA31

I14

A2

W–B

R–B

B–W

B–W

R–B

(SH

IELD

ED

)

( SH

IELD

ED

)

A20 , A21 , A22C A B

6 1080A ABS 120A ALT

Y W

EA

BR

3

E1

DLC

( CH

EC

KC

ON

NE

CT

OR

)

C1

BE

W–B


J 3

II49

L–W

L–W

GN

D

GN

D

R–

SR

R

SF

L

SF

R

AS

T

MT

MR

SR

TS TC FS

S

FL–

FL+

FR

–

FR

+

3

1 1 22

ABS SPEEDSENSOR REAR LH

ABS SPEEDSENSOR REAR RH

A 1 A 2

1 2 1

I11

B B B B

B B B B B

B

A

A

B

A

B

10 11 22 7

4

9

2

2

1

1

B–Y

R–L

R–L

R–B

R–B

G–W

G–W

R–W

7. 5AGAUGE

7. 5AECU–IG

15ASTOP


(W/ CRUISE CONTROL)


(W/ CRUISE CONTROL)


ABSWARNING LIGHT[COMB. METER]

STOP LIGHTSW

1

R–B

R–B

3 14 20 19 16

R–B

PARKINGBRAKE SW

P 1

IG BAT

G–W

G–W

(M/T)

(M/T)

( A/T

)

I11

I 9

IE37 IK19IE39IE310 IK11 IK12

R–B

B15

R–B

2 3 2

1 2 1

IE313

IE312

B–Y

B–Y

G–Y

G–Y

( 3S

–GT

E)

B8

FROM PCME(ENGINE ECU)

BWGR

W–B

GR BW

(SHIELDED)(SHIELDED)

(SHIELDED)(SHIELDED)

S 9

C11 , C12A B

A B

R–B

5

W–R

15AECU–B

1

2

II218

W–R

W–R

(USA)

R–B

( CA

NA

DA

)T

OR

ET

RA

CT

CO

NTR

OL

RE

LAY

R–L

JUNCTIONCONNECTOR

J 1

II216

2

1

B11

BEBF

R–B

R–B

W–B

W–B

W–B

W–B

R–B

2

1

R–B

W–B

( US

A,

5S–F

E)

( US

A,

3S–G

TE

)

BR

AK

EF

LUID

LEV

EL

SW

BR

AK

EF

LUID

LEV

EL

SW

B5

B5

W

ST

P EX

RS

S

PK

B

RL–

RL+

RR

–

RR

+

13

1

3B1

3B3

J/BNO. 3

3D6

3D5

J/BNO. 3

3A4

J/BNO. 3

J/BNO. 3

3A9

3D9

149

150


THIS SYSTEM CONTROLS THE RESPECTIVE BRAKE FLUID PRESSURES ACTING ON THE DISC BRAKE CYLINDERS OF THE RIGHTFRONT WHEEL, LEFT FRONT WHEEL AND REAR WHEELS, WHEN THE BRAKES ARE APPLIED IN A PANIC STOP, SO THAT THEWHEELS DO NOT LOCK. THIS RESULTS IN IMPROVED DIRECTIONAL STABILITY AND STEERABILITY DURING PANIC BRAKING.

1. INPUT SIGNALS

(1) SPEED SENSOR SIGNAL

THE SPEED OF THE WHEELS IS DETECTED AND INPUT TO TERMINALS FL+, FR+, RL+ AND RR+ OF THE ABS ECU.

(2) STOP LIGHT SW SIGNAL

A SIGNAL IS INPUT TO TERMINAL STP OF THE ABS ECU WHEN THE BRAKE PEDAL IS OPERATED.

(3) PARKING BRAKE SW SIGNAL

A SIGNAL IS INPUT TO TERMINAL PKB OF THE ABS ECU WHEN THE PARKING BRAKE IS OPERATED.

2. SYSTEM OPERATIONDURING SUDDEN BRAKING THE ABS ECU, WHICH HAS SIGNALS INPUT FROM EACH SENSOR, CONTROLS THE CURRENT FLOWINGTO THE SOLENOID INSIDE THE ACTUATOR AND LETS THE HYDRAULIC PRESSURE ACTING ON EACH WHEEL CYLINDER ESCAPE TOTHE RESERVOIR.

THE PUMP INSIDE THE ACTUATOR IS ALSO OPERATING AT THIS TIME AND IT RETURNS THE BRAKE FLUID FROM THE RESERVOIRTO THE MASTER CYLINDER, THUS PREVENTING LOCKING OF THE VEHICLE WHEELS.

IF THE ECU JUDGES THAT THE HYDRAULIC PRESSURE ACTING ON THE WHEEL CYLINDER IS INSUFFICIENT, THE CURRENTACTING ON THE SOLENOID IS CONTROLLED AND THE HYDRAULIC PRESSURE IS INCREASED. HOLDING OF THE HYDRAULICPRESSURE IS ALSO CONTROLLED BY THE ECU IN THE SAME METHOD AS ABOVE. BY REPEATED PRESSURE REDUCTION,HOLDING AND INCREASE ARE REPEATED TO MAINTAIN VEHICLE STABILITY AND TO IMPROVE STEERABILITY DURING SUDDENBRAKING.

A7(B), A 8(A) ABS ECU(CONNECT THE ECU CONNECTOR)(B) 6–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND CHECK CONNECTOR TS–E1 NOT CONNECTED(B)10–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION AND CHECK CONNECTOR TS–E1 NOT CONNECTED(B) 1–GROUND, (A) 6–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION, ABS WARNING LIGHT GOES OFF(A) 8–GROUND, (A)12–GROUND:APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION, ABS WARNING LIGHT GOES OFF(B)15–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION, ABS WARNING LIGHT GOES OFF(B) 2–GROUND: ALWAYS CONTINUITY(B)13–GROUND: ALWAYS CONTINUITY(B)11–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION(B) 7–GROUND : APPROX. 12 VOLTS WITH BRAKE PEDAL DEPRESSED(B)22–GROUND: ALWAYS APPROX. 12 VOLTS(B)16–GROUND: APPROX. 12 VOLTS WITH ENGINE RUNNING AND PARKING BRAKE LEVER RELEASED(DISCONNECT THE ECU CONNECTOR)(B) 1 – (A) 8 : APPROX. 6 (A) 6 – (A) 8 : APPROX. 6 (A) 8 – (A)12: APPROX. 6 (A) 7 – (A) 1 : APPROX. 0.8 – 1.3 (A) 3 – (A)10 : APPROX. 0.8 – 1.3 (A) 4 – (A) 5 : APPROX. 60 – 100 (A) 4 – (A)11 : APPROX. 50 – 80 (B) 3 – (B)14 : APPROX. 1.1 – 1.5 K(B)19 – (B)20 : APPROX. 1.1 – 1.5 K

SYSTEM OUTLINE

SERVICE HINTS

151

: PARTS LOCATION


A 1 24 (5S–FE), 25 (3S–GTE) A22 B 27 C12 B 26

A 2 24 (5S–FE), 25 (3S–GTE) A23 27 J 1 26

A 7 B 26 A24 27 J 3 26

A 8 A 26 B 5 27 P 1 26

A20 C 27 C1 24 (5S–FE), 25 (3S–GTE)S 9

A 26

A21 A 27 C11 A 26S 9

B 26

: RELAY BLOCKS







3A


3D

( )



EA328 (5S–FE)








: GROUND POINTS


EA28 (5S–FE)

INTAKE MANIFOLDEA30 (3VZ–FE)

INTAKE MANIFOLD




: SPLICE POINTS


I 9 B11

I11 34 COWL WIRE B12 36 LUGGAGE ROOM WIRE

I14 B13

152


E

2 2

1

2

E 1

E 5

1

2

BM217

A A

A

A B

A B B B C C C C C

BG

15AEFI

15ASTOP

12 13 1 4 5

20 1 2 15 1 11 12 16 4

43

1 2

W–R

G–W

G–

W

W–

R

W

B–Y

B–

Y

W–B

B–Y

W–B

B–O

R–W

P–B

W–B

GR

–B V

BR

–W

P–B

R–

L

W P BR R

BR

2 3 1

4 3 2 1

BRPWR

–L

BR

–W

GR

–B

BR–W

STOP LIGHTSW

EFI MAINRELAY

S 9

CRUISE CONTROLECU

ECT SOLENOID THROTTLE POSITIONSENSOR

EC

TS

( EF

IW

AT

ER

TE

MP

.S

EN

SO

R)

C17

E 1 T 2

E3

VC

VT

A

IDL

E2

NO

.3

( LO

CK

–UP

)

NO

.1

NO

.2

C9

E11

BR

A

BR

2

2

FR

OM

IGN

ITIO

NS

W”

IG2”

BI

W–B

B26

E 5

9 22

IE14

(W/O CRUISE CONTROL)2 B

(W/ CRUISE CONTROL)2 A

(W/ CRUISE CONTROL)1 A(W/O CRUISE CONTROL)1 B

BA

1 2

2 1

W–R

V

1 1 1

Y W B

BM27

BR

–YB

R–Y

B18B4

G R

FROMDISTRIBUTOR

B

B17A22

TO

PN

S( N

EU

TR

AL

ST

AR

TS

W)

R–W


EA14

PCME(ENGINE AND ECT ECU)

E 6 , 7 , E 8C B

+B

+B1

BA

TT

NS

W G–

NE

–

NE

+

G+

B/K

OD

1

SL

S1

S2

VC

IDL

VT

A

E2

E21

TH

W

EC

T

OD

154

ECT AND A/T INDICATOR

A

A A

B B B

B

C C A

A B

E16

I 4

3

1

1

2

EA ID

3

17 6

9

7157

19

161326

10 4

6 11

TT TE1

E1

V–W

R–L

O/D

OF

F

CO

MB

INA

TIO

NM

ETE

R

C10

,C11

BA

LG

BR

BR

BR

BR

LG–

B

BR

BR

BR

BR

–B

W–R

LGW

–BBR

BR

BR

SP

EE

DS

EN

SO

R( F

OR

EC

TS

YS

TE

M)

O/D MAINSW

O 4

S2

I 3

W–

B

IC

1

2

2

3 P

R

N

D

2

L4

9

8

7

5

1

6

BM2

3

BM2

5

BM2

4

BM2

11

BM2

6

BM2

12

BM2

13

P

R

N

D

2

L

E 5

E 5

EB17

IE114

LG–R

LG

R–W

P–B

R–B

L–Y

LG

LG–R LG–B

LG

R–W

P–B

R–B

L–Y L–Y

R–B

P–B

R–W

LG

LG–R

W–B

7. 5AECU–IG

6

5

4

3

2

1

7

7. 5AGAUGE

B6

B14

LG–R

LG

B–Y

B–Y

R–L

W–B

BR

LG

BR

LG

V–W

A/T INDICATOR LIGHT[COMB. METER]

A/T INDICATOR SW


2 1

C13

N 1

1

JUN

CT

ION

CO

NN

EC

TO

R( F

OR

EA

RT

H)

J3

B20 B3

O W

TOIGNITER

EA1

14

EA1

13

EA1

9

EA1

12

EA1

11

E 3

R–

B

R–B

TO BACK–UP LIGHTS

G8

FR

OM

TA

ILLI

GH

TR

ELA

Y

1

13 JUN

CT

ION

CO

NN

EC

TO

R

J1

R–L

SP

D

IGF

OD

2

EO

2

EO

1

E1SP

2

TE

1

L 2

IGT

TT

W–B

EA3

13

DLC

( CH

EC

KC

ON

NE

CT

OR

)

C1

3A9

J/BNO. 3

3D9

3D12

J/BNO. 3

155

156


THIS SYSTEM ELECTRONICALLY CONTROLS THE GEAR SHIFT TIMING, LOCK–UP TIMING, THE CLUTCH AND BRAKE HYDRAULICPRESSURE, AND THE ENGINE TORQUE DURING SHIFTING, TO ACHIVE OPTIMUM SHIFT FEELING.

IN ACCORDANCE TO THE VEHICLE DRIVING CONDITIONS AND ENGINE OPERATING CONDITIONS AS DETECTED BY VARIOUSSENSORS.

1. GEAR SHIFT OPERATIONDURING DRIVING, THE PCME (ENGINE AND ECT ECU) SELECTS THE SHIFT FOR EACH GEAR WHICH IS MOST APPROPRIATE TOTHE DRIVING CONDITIONS, BASED ON INPUT SIGNALS FROM THE ECTS (EFI WATER TEMP. SENSOR) TO TERMINAL THW OF THEPCME (ENGINE AND ECT ECU), AND ALSO THE INPUT SIGNALS TO TERMINAL SP2 OF THE PCME (ENGINE AND ECT ECU) FROMTHE SPEED SENSOR DEVOTED TO THE ECT. CURRENT IS THEN OUTPUT TO THE ECT SOLENOIDS. WHEN SHIFTING TO 1ST SPEED,CURRENT FLOWS FROM TERMINAL S1 OF THE PCME (ENGINE AND ECT ECU) → TERMINAL 3 OF THE ECT SOLENOIDS → GROUND,AND CONTINUITY FLOW TO NO.1 SOLENOID CAUSES THE SHIFT.

FOR 2ND SPEED, CURRENT FLOWS FROM TERMINAL S1 OF THE PCME (ENGINE AND ECT ECU) → TERMINAL 3 OF THE ECTSOLENOIDS → GROUND, AND FROM TERMINAL S2 OF THE PCME (ENGINE AND ECT ECU) → TERMINAL 1 OF THE ECT SOLENOIDS→ GROUND, AND CONTINUITY TO SOLENOIDS NO. 1 AND NO. 2 CAUSE THE SHIFT.

FOR 3RD SPEED, THERE IS NO CONTINUITY TO NO. 1 SOLENOID, ONLY TO NO. 2, CAUSING THE SHIFT.

SHIFTING INTO 4TH SPEED (OVER DRIVE) TAKES PLACE WHEN THERE IS NO CONTINUITY TO EITHER NO. 1 OR NO. 2 SOLENOID.

2. LOCK–UP OPERATIONWHEN THE PCME (ENGINE AND ECT ECU) JUDGES FROM EACH SIGNAL THAT LOCK–UP OPERATION CONDITIONS HAVE BEEN MET,CURRENT FLOWS FROM TERMINAL SL OF THE PCME (ENGINE AND ECT ECU) → TERMINAL 2 OF THE ETC SOLENOIDS →GROUND, CAUSING A CONTINUITY TO THE TCC (LOCK–UP SOLENOID) AND CAUSING LOCK–UP OPERATION.

3. STOP LIGHT SW CIRCUITIF THE BRAKE PEDAL IS DEPRESSED (STOP LIGHT SW ON) WHEN DRIVING IN LOCK–UP CONDITION, A SIGNAL IS INPUT TOTERMINAL B/K OF THE PCME (ENGINE AND ECT ECU), THE PCME (ENGINE AND ECT ECU) OPERATES AND CONTINUITY TO THETCC (LOCK–UP SOLENOID) IS CUT.

4. OVERDRIVE CIRCUIT

* O/D MAIN SW ON

WHEN THE O/D MAIN SW IS TURNED ON (O/D OFF INDICATOR LIGHT TURNS OFF), A SIGNAL IS INPUT TO TERMINAL OD2 OF THEPCME (ENGINE AND ECT ECU) AND PCME (ENGINE AND ECT ECU) OPERATION CAUSES GEAR SHIFT WHEN THE CONDITIONSFOR OVERDRIVE ARE MET.

* O/D MAIN SW OFF

WHEN THE OVERDRIVE SW IS TURNED OFF, THE CURRENT FLOWING THROUGH THE O/D OFF INDICATOR LIGHT FLOWSTHROUGH THE O/D MAIN SW TO GROUND, CAUSING THE INDICATOR LIGHT TO LIGHT UP. AT THE SAME TIME, A SIGNAL IS INPUTTO TERMINAL OD2 OF THE PCME (ENGINE AND ECT ECU) AND PCME (ENGINE AND ECT ECU) OPERATION PREVENTS SHIFTINTO OVERDRIVE.

E 6(A), E 7(C), E 8(B) PCME (ENGINE AND ECT ECU)(A) 4– (B)14 : 10–14 VOLTS (BRAKE PEDAL IS DEPRESSED)

1 VOLTS OR LESS (BRAKE PEDAL IS RELEASED)(C) 4– (C) 9 : 0.3–0.8 VOLTS (IGNITION SW ON AND COOLANT TEMP. 80°C (176°F))(C)12– (C) 9 : 8–14 VOLTS (IGNITION SW ON AND THROTTLE VALVE FULLY OPEN)(C)11– (C) 9 : 0.8–1.2 VOLTS (IGNITION SW ON AND THROTTLE VALVE FULLY CLOSED)

3.2–4.2 VOLTS (IGNITION SW ON AND THROTTLE VALVE FULLY OPEN)(C) 1– (C) 9 : 4.5–5.5 VOLTS (IGNITION SW ON)(A)20– (B)14 : 10–14 VOLTS (IGNITION SW ON)(A) 7– (B)14 : 10–14 VOLTS (IGNITION SW ON AND O/D MAIN SW TURNED ON)

1 VOLTS OR LESS (IGNITION SW ON AND O/D MAIN SW TURNED OFF)(A) 9– (B)14 : 1 VOLTS OR LESS (IGNITION SW ON, CRUISE CONTROL SW OFF AND STARTING STILL)

0 10–14 VOLTS REPEAT (IGNITION SW ON, CRUISE CONTROL SW OFF AND VEHICLE MOVING)(B)16– (B)14 : 1 VOLTS OR LESS (IGNITION SW ON AND STARTING STILL)

0 4.5–5.5 VOLTS REPEAT (IGNITION SW ON AND VEHICLE MOVING)(A)22– (B)14 : 6.0–14 VOLTS (IGNITION SW ON AND PNS (NEUTRAL START SW) P OR N POSITION)

0–2.0 VOLTS (IGNITION SW ON AND EX. PNS (NEUTRAL START SW) P OR N POSITION)(B) 6– (B)14 : 10–14 VOLTS (IGNITION SW ON AND PNS (NEUTRAL START SW) 2 POSITION)

1 VOLTS OR LESS (IGNITION SW ON AND EX. PNS (NEUTRAL START SW) 2 POSITION)(B)19– (B)14 : 10–14 VOLTS (IGNITION SW ON AND PNS (NEUTRAL START SW) L POSITION)

1 VOLTS OR LESS (IGNITION SW ON AND EX. PNS (NEUTRAL START SW) L POSITION)(A)12– (A)13– (B)14 :10–14 VOLTS (IGNITION SW ON)(A) 1– (B)14 : 10–14 VOLTS (ALL CONDITIONS)

SYSTEM OUTLINE

SERVICE HINTS

157


C 1 24 (5S–FE) E 3 24 (5S–FE) N 1 24 (5S–FE)

C10 B 26 E 6 A 24 (5S–FE) O 4 26 (5S–FE)

C11 A 26 E 7 C 24 (5S–FE) S 2 24 (5S–FE)

C13 26 (5S–FE) E 8 B 24 (5S–FE)S 9

A 26

C17 26 J 1 26S 9

B 26

E 1 24 (5S–FE) J 3 26 T 2 24 (5S–FE)

: RELAY BLOCKS









EA1 28 (5S–FE) ENGINE ROOM MAIN WIRE AND ENGINE WIRE (REAR LUGGAGE COMPARTMENT LEFT)

EA3 28 (5S–FE) ENGINE WIRE AND ENGINE ROOM MAIN WIRE (R/B NO. 2 INNER)

EB1 28 (5S–FE) ENGINE WIRE AND R/B NO. 2 (R/B NO. 2 INNER)



: GROUND POINTS


EA 28 (5S–FE) INTAKE MANIFOLD





: SPLICE POINTS


E 1 E16 28 (5S–FE) ENGINE WIRE

E 3 28 (5S–FE) ENGINE ROOM MAIN WIRE I 334 COWL WIRE

E 5

28 (5S FE) ENGINE ROOM MAIN WIRE

I 434 COWL WIRE

E11 28 (5S–FE) ENGINE WIRE B26 36 ENGINE ROOM MAIN WIRE

158


2 1

IE49II216

2

1 1

AIE313

I 9

TOBRAKE FLUIDLEVEL SW

CRUISECONTROLCLUTCH SW

PARKINGBRAKESW

CANCEL

SET/COAST

RESUME/ACCELE

MA

IN

17

15 5

CRUISE CONTROL SW[COMB. SW]

1843220

14

CRUISE CONTROLINDICATOR LIGHT[COMB. METER]

7. 5AGAUGE

7. 5AECU–IG

12

3 2B

–YB

–Y

R–L

B

R–B

R–B

G–Y

G–B

R–B

R–B

R

( M/T

)


BW

–B

R–B

W–B

W–B

(M/T)

C14

P 1C16

C10 , C11B

IE311

EA31

EA

BR

WW

W

3

8

15

E1

TC

DLC

( CH

EC

KC

ON

NE

CT

OR

)

C1

( US

A)

A4

B12

JUNCTIONCONNECTOR

J 1

R–L R–L

G–R

5

R–B

R

(A/T)

I10

R

R

( A/T

)

( A/T

)FR

OM

IGN

ITIO

NS

W”

ST2

”

ID

1 13

CO

MB

INA

TIO

NM

ET

ER

V–W

BR

SP

D

TC

PK

B

CC

S

CM

S

N&

C

B PI

(CANADA)

TO

RE

TRA

CT

OR

CO

NT

RO

LR

ELA

Y

( A/T

)

CRUISE CONTROL ECUC17

A10

A6C11

A

TOP

NS

( NE

UTR

AL

ST

AR

TS

W)

3B1

3B2

J/BNO. 3

3A9

J/BNO. 3

3D9

160

CRUISE CONTROL

CRUISE CONTROL ECU

1

IK118 IK115 IK117IK116 IK18 IK17

M

IK1

10

4

13 26 25 24 11 12 16

414

3 2 1 7 6 5

229

15ASTOP

JUNCTIONCONNECTOR

2

1


R–W

W–B

Y–L

Y–G

Y–B

Y–R Y

Y–L

Y–G

Y–B

Y–R Y

R–W

W–B

W–B

W–B

W–B

W–B W–B W–B

(USA)

(M/T)

CRUISE CONTROL ACTUATORC 5

J 1

C17

IC

1


J 3

I 5

6

C12

C12

A12

D20 B15

E 5

EA318 EA14

IE412 BM27BM217

(5S–FE A/T)

(5S–FE M/T)

(3S–GTE)

23

P

P–B

BR

–WB

R–W

P

P–B

BR

–Y

P

P–B

BR

–Y

P

P BR–W

(A/T)

( A/T

)( A

/T)

( A/T

)( A

/T)

( A/T

)( A

/T)

( A/T

)

TO

EC

TS

OLE

NO

ID

TO THROTTLE POSITIONSENSOR ” IDL”

E10 : 5S–FEE18 : 3S–GTE

5

II218

I10

7. 5AECU–B

1

2

15

W–R

W–R

R–

W

R–

W

1

1

2

4

3

IE14

R–W

R

G–W

G–

W

G–

W

G–W

G–W

10

STOP LIGHTSW

S 9

PCME(ENGINE CONTROL ECT ECU (A/T)ENGINE ECU (M/T))

E 6 , E 7 , E 7 , E 8D A C B

IDL

EC

T

BA

TT

GN

D

MC

MO

LVR3 VR2 VR1

OD

STP

+S

TP

–

IDL

OD

1

S2

TO STOP LIGHTS

3D

11

3D

10

J/BNO. 3

3D4

3D6

J/BNO. 3

3A4

J/BNO. 3

161

162

CRUISE CONTROL

CURRENT IS APPLIED AT ALL TIMES THROUGH STOP FUSE TO TERMINAL 1 OF THE CRUISE CONTROL ECU AND TERMINAL 2 OFSTOP LIGHT SWITCH.

WITH THE IGNITION SWITCH TURNED ON, THE CURRENT FLOWS THROUGH THE GAUGE FUSE TO TERMINAL (A)4 OF THE CRUISECONTROL INDICATOR LIGHT. THE CURRENT THROUGH ECU–IG FUSE FLOWS TO TERMINAL 14 OF THE CRUISE CONTROL ECU.

WHEN THE IGNITION SWITCH IS ON AND THE CRUISE CONTROL MAIN SWITCH IS TURNED ON, A SIGNAL IS INPUT FROM TERMINAL15 OF CRUISE CONTROL MAIN SWITCH TO TERMINAL 4 OF THE CRUISE CONTROL ECU. AS A RESULT, THE CRUISE CONTROL ECUFUNCTIONS AND THE CURRENT TO TERMINAL 14 OF THE CRUISE CONTROL ECU FLOWS TO TERMINAL 13 OF THE CRUISECONTROL ECU → GROUND, AND THE CRUISE CONTROL SYSTEM IS IN A CONDITION READY FOR OPERATION.

AT THE SAME TIME, THE CURRENT THROUGH THE GAUGE FUSE FLOWS FROM TERMINAL (A)4 OF THE CRUISE CONTROLINDICATOR LIGHT → TERMINAL (B)11 → TERMINAL 5 OF THE CRUISE CONTROL ECU → TERMINAL 13 → GROUND, CAUSING THECRUISE CONTROL INDICATOR LIGHT TO LIGHT UP, INDICATING THAT CRUISE CONTROL IS READY FOR OPERATION.

1. SET OPERATIONWHEN THE CRUISE CONTROL MAIN SWITCH IS TURNED ON AND THE SET SWITCH IS PUSHED, WITH THE VEHICLE SPEED WITHINTHE SET LIMIT (APPROX. 40 KM/H, 25 MPH TO 200 KM/H, 124 MPH), A SIGNAL IS INPUT TO TERMINAL 4 OF THE CRUISE CONTROLECU AND THE VEHICLE SPEED AT THE TIME THE SET SWITCH IS RELEASED IS MEMORIZED IN THE ECU AS THE SET SPEED.

2. SET SPEED CONTROLDURING CRUISE CONTROL DRIVING, THE ECU COMPARES THE SET SPEED MEMORIZED IN THE ECU WITH THE ACTUAL VEHICLESPEED INPUT INTO TERMINAL 20 OF THE CRUISE CONTROL ECU FROM THE COMBINATION METER, AND CONTROLS THE CRUISECONTROL ACTUATOR TO MAINTAIN THE SET SPEED.

WHEN THE ACTUAL SPEED IS LOWER THAN THE SET SPEED, THE ECU CAUSES THE CURRENT TO THE CRUISE CONTROLACTUATOR TO FLOW FROM TERMINAL 12 → TERMINAL 6 OF THE CRUISE CONTROL ACTUATOR → TERMINAL 7 → TERMINAL 11 OFCRUISE CONTROL ECU. AS A RESULT, THE MOTOR IN THE CRUISE CONTROL ACTUATOR IS ROTATED TO OPEN THE THROTTLEVALVE AND THE THROTTLE CABLE IS PULLED TO INCREASE THE VEHICLE SPEED. WHEN THE ACTUAL DRIVING SPEED IS HIGHERTHAN THE SET SPEED, THE CURRENT TO CRUISE CONTROL ACTUATOR FLOWS FROM TERMINAL 11 OF ECU → TERMINAL 7 OFCRUISE CONTROL ACTUATOR → TERMINAL 6 → TERMINAL 12 OF CRUISE CONTROL ECU.

THIS CAUSES THE MOTOR IN THE CRUISE CONTROL ACTUATOR TO ROTATE TO CLOSE THE THROTTLE VALVE AND RETURN THETHROTTLE CABLE TO DECREASE THE VEHICLE SPEED.

3. COAST CONTROLDURING CRUISE CONTROL DRIVING, WHILE THE COAST SWITCH IS ON, THE CRUISE CONTROL ACTUATOR RETURNS THETHROTTLE CABLE TO CLOSE THE THROTTLE VALVE AND DECREASE THE DRIVING SPEED. THE VEHICLE SPEED WHEN THE COASTSWITCH IS TURNED OFF IS MEMORIZED AND THE VEHICLE CONTINUES AT THE NEW SET SPEED.

4. ACCEL CONTROLDURING CRUISE CONTROL DRIVING, WHILE THE ACCEL SWITCH IS TURNED ON, THE CRUISE CONTROL ACTUATOR PULLS THETHROTTLE CABLE TO OPEN THE THROTTLE VALVE AND INCREASE THE DRIVING SPEED. THE VEHICLE SPEED WHEN THE ACCELSWITCH IS TURNED OFF IS MEMORIZED AND THE VEHICLE CONTINUES AT THE NEW SET SPEED.

5. RESUME CONTROLUNLESS THE VEHICLE SPEED FALLS BELOW THE MINIMUM SPEED LIMIT (APPROX. 40 KM/H), AFTER CANCELING THE SPEED BYTHE CANCEL SWITCH, PUSHING THE RESUME SWITCH WILL CAUSE THE VEHICLE TO RESUME THE SPEED SET BEFORECANCELLATION.

6. MANUAL CANCEL MECHANISMIF ANY THE FOLLOWING OPERATIONS OCCURS DURING CRUISE CONTROL OPERATION, THE MAGNETIC CLUTCH OF THEACTUATOR TURNS OFF AND THE MOTOR ROTATES TO CLOSE THE THROTTLE VALVE AND THE CRUISE CONTROL IS RELEASED.

∗ DEPRESSING THE CLUTCH PEDAL (CRUISE CONTROL CLUTCH SWITCH ON). “THE SIGNAL IS INPUT TO TERMINAL 2 OF THE ECU”(M/T) SHIFT LEVER AT “N” RANGE (NEUTRAL START SWITCH ON). “SIGNAL INPUT TO TERMINAL 2 OF THE ECU” (A/T)

∗ DEPRESSING THE BRAKE PEDAL (STOP LIGHT SWITCH ON). “SIGNAL INPUT TO TERMINAL 1 OF ECU”

∗ PULLED UP THE PARKING BRAKE LEVER (PARKING BRAKE SWITCH ON). “SIGNAL INPUT TO TERMINAL 3 OF THE ECU”

∗ PUSH THE CANCEL SWITCH (CANCEL SWITCH ON). “SIGNAL INPUT TO TERMINAL 18.

SYSTEM OUTLINE

163

7. AUTO CANCEL FUNCTIONA) IF ANY OF THE FOLLOWING OPERATE CONDITIONS OCCURS DURING CRUISE CONTROL OPERATION, THE SET SPEED ISERASED, CURRENT FLOW TO THE MAGNETIC CLUTCH IS STOPPED AND THE CRUISE CONTROL IS RELEASED. (MAIN SWITCHTURNS OFF).

WHEN THIS OCCURS, THE IGNITION SWITCH MUST BE TURNED OFF ONCE BEFORE THE MAIN SWITCH WILL TURN ON.

∗ OVER CURRENT TO TRANSISTOR DRIVING MOTOR AND/OR MAGNETIC CLUTCH.

∗ WHEN THE CURRENT CONTINUES TO FLOW TO THE MOTOR IN SIDE THE ACTUATOR, IN THE THROTTLE VALVE “OPEN”DIRECTION

∗ OPEN CIRCUIT IN MAGNETIC CLUTCH.

∗ MOMENTARY INTERRUPTION OF VEHICLE SPEED SIGNAL.

∗ THE RESUME SWITCH IS ALREADY ON WHEN THE MAIN SWITCH IS TURNED ON.

∗ SHORT CIRCUIT IN CRUISE CONTROL SWITCH.

∗ MOTOR DOES NOT OPERATE DESPITE THE MOTOR DRIVE SIGNAL BEING OUTPUT.

B) IF ANY OF THE FOLLOWING CONDITIONS OCCURS DURING CRUISE CONTROL OPERATION, THE SET SPEED IS ERASED ANDTHE CRUISE CONTROL IS RELEASED. (THE POWER OF MAGNETIC CLUTCH IS CUT OFF UNTIL THE SET SWITCH IS “ON” AGAIN.)

∗ WHEN THE VEHICLE SPEED FAIIS BELOW THE MINIMUM LIMIT, APPROX. 40KM/H (25MPH)

∗ WHEN THE VEHICLE SPEED FALLS MORE THAN 16KM/H (10MPH) BELOW THE SET SPEED, E.G. ON AN UPWARD SLOPE.

∗ WHEN POWER TO THE CRUISE CONTROL SYSTEM IS MOMENTARILY CUT OFF.

C) IF ANY OF THE FOLLOWING CONDITIONS OCCURS DURING CRUISE CONTROL OPERATION, THE CRUISE CONTROL ISRELEASED.

∗ OPEN CIRCUIT FOR TERMINAL 16 OF CRUISE CONTROL ECU.

C 5 CRUISE CONTROL ACTUATOR1–3 : APPROX. 2 K5–4 : APPROX. 38.5

C14 CRUISE CONTROL SW [COMB. SW]15–19 : CONTINUITY WITH MAIN SW ON 5–19 : APPROX. 418 WITH CANCEL SW ON

APPROX. 68 WITH RESUME/ACCEL SW ONAPPROX. 198 WITH SET/COAST SW ON

C17 CRUISE CONTROL ECU14–GROUND: APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION 1–GROUND : ALWAYS APPROX. 12 VOLTS 3–GROUND : CONTINUITY WITH PARKING BRAKE LEVER PULLED UP (ONE OF THE CANCEL SW) OR BRAKE FLUID LEVEL SW ON20–GROUND: PULSE EACH 40 CM (DRIVER VEHICLE SLOWLY)18–GROUND: APPROX. 418 WITH CANCEL SW ON IN CONTROL SW

APPROX. 68 WITH RES/ACC SW ON IN CONTROL SWAPPROX. 198 WITH SET/COAST SW ON IN CONTROL SW

13–GROUND: ALWAYS CONTINUITY 2–GROUND : CONTINUITY WITH CLUTCH PEDAL DEPRESSED (M/T)

CONTINUITY WITH SHIFT LEVER AT “P” OR “N” RANGE (A/T)4–GROUND : CONTINUITY WITH CRUISE CONTROL MAIN SW ON

SERVICE HINTS

164

CRUISE CONTROL

: PARTS LOCATION


C 1 24 (5S–FE), 25 (3S–GTE) C17 26 J 3 26

C 5 24 (5S–FE), 25 (3S–GTE) E 6 D 24 (5S–FE) P 1 26

C10 B 26E 7

A 25 (3S–GTE) S 1 24

C11 A 26E 7

C 24 (5S–FE) S 9 26

C14 26 E 8 B 24 (5S–FE)

C16 26 (3S–GTE M/T) J 1 26

: RELAY BLOCKS







3A


3D

( )



EA1 28 (5S–FE) ENGINE ROOM MAIN WIRE AND ENGINE WIRE (REAR LUGGAGE COMPARTMENT LEFT)

EA328 (5S–FE)



IE1


IE4

32 ENGINE ROOM MAIN WIRE AND COWL WIRE (LEFT KICK PANEL)




: GROUND POINTS


EA28 (5S–FE)


INTAKE MANIFOLD



: SPLICE POINTS


E 5 28 (5S–FE) I 5

E10 30 (3S–GTE) ENGINE WIRE I 9 34 COWL WIRE

E18 28 (5S–FE) I10

1 1 1 1 5

II33

15ARAD & CIG

15ADOMETAILLIGHT

RELAY

15ATAIL

CLOCK

CIGARETTELIGHTER

JUNCTIONCONNECTOR

JUNCTIONCONNECTOR

IC

G

G

RR

R

R

W–B

W–B

W–B

W–B

W–B

GR

GR

GR

G

G–W

G–W

W–B

GR

W

1 3

1

4

4

42 2

3

18

5 1211

4 3 2 42

J 1

C 8

C 6

J 2

( EX

.*2

)

( *2)

( *1)

( EX

.*1

)

FRO

MP

AN

EL

RE

LAY



1J 3

JUNCTIONCONNECTOR

J 2

4

3

(CA

NA

DA

)

( *1)

( CA

NA

DA

)

* 1 : (1) USA (A/T)(2) USA (M/T) WITH CRUISE

CONTROL, ABS, POWER WINDOWOR WOOFER SPEAKER

*2 : (1) CANADA(2) USA (A/T)(3) USA (M/T) WITH CRUISE

CONTROL, ABS, POWER WINDOWOR WOOFER SPEAKER

3D1

3D2

J/BNO. 3

3A3

J/BNO. 3

3D10

J/BNO. 3

3B7

166

CIGARETTE LIGHTER AND CLOCK

167

C 6 CIGARETTE LIGHTER2–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ACC OR ON POSITION1–GROUND : ALWAYS CONTINUITY

C 8 CLOCK3–GROUND : ALWAYS APPROX. 12 VOLTS (POWER FOR CLOCK)4–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ACC OR ON POSITION (POWER FOR INDICATION)2–GROUND : APPROX. 12 VOLTS WITH LIGHT CONTROL SW AT TAIL OR HEAD POSITION

APPROX. 12 VOLTS WITH ENGINE RUNNING (CANADA)1–GROUND : ALWAYS CONTINUITY

: PARTS LOCATION


C 6 26 J 1 26 J 3 26

C 8 26 J 2 26

: RELAY BLOCKS






3A


3D

( )




: GROUND POINTS



1

21 2

3 4 X

18

C 8C 6 J 1

3 4 1

X

J 2 J 3

4

SERVICE HINTS

168

AUTO ANTENNA* 1 : (1) CANADA

(2) USA (A/T)(3) USA (M/T) WITH CRUISE CONTROL, ABS,


5

4

2

3

1

2

IE41 IE47 IE48

II33

2 5 6 4 3

I 8 B

8 A1

B9B8

JUNCTIONCONNECTOR

J 1

15ADOME

7. 5AECU–IG

15ARAD & CIG

(W/

WO

OF

ER

SP

EA

KE

R)

( W/O

WO

OFE

RS

PE

AK

ER

)

R

B–Y GR

G–B

P–L

B–R P–L

GR

GR

GR

GR

GR

GR

GR

B–YR

RR

IE111

R

GR GR

ANT+ AMP+

TOSTEREOCOMPONENTAMPLIFIER

(*1)

( *1)

(EX. *1)

( *1)

( EX

.*1

)

RADIO AND PLAYER


2 2 1

R 1 , R 2

A

A

W–B

M

1 4 5 7 8 6

1

L–Y Y

R–G B

R–W

W–B

2 3L B

W–B

AU

TO

AN

TE

NN

AC

ON

TRO

LR

ELA

YA

ND

MO

TO

R

A27

B28

BI BG

W–B

20

821

(EX. *1)

3D1

J/BNO. 3

3D3

3A3

J/BNO. 3

169

A27(B) AUTO ANTENNA CONTROL RELAY9–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION5–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ACC OR ON POSITION7–GROUND : ALWAYS APPROX. 12 VOLTS8–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ACC OR ON POSITION AND RADIO SW ON3–GROUND : CONTINUITY (UPPER LIMIT SW ON) UNLESS ANTENNA AT UP STOP2–GROUND : CONTINUITY (DOWN LIMIT SW ON) UNLESS ANTENNA AT DOWN STOP4–3 : CLOSED WITH IGNITION SW AT ACC OR ON POSITION AND RADIO SW ON AND PLAYER SW OFF UNTIL ANTENNA AT

UPPERMOST POSITION1–2 : CLOSED WITH IGNITION SW AT ACC OR ON POSITION AND RADIO SW OFF AND PLAYER SW OFF UNTIL ANTENNA AT

LOWERMOST POSITION1–2 : CLOSED WITH IGNITION SW OFF UNTIL ANTENNA AT LOWERMOST POSITION

: PARTS LOCATION


A27 27 R 1 A 26

J 1 26 R 2 B 26

: RELAY BLOCKS














: GROUND POINTS




: SPLICE POINTS


I 8 34 COWL WIRE B28 36 ENGINE ROOM MAIN WIRE

1 2

3 4 5 68 9

BR 1A27 R 2

X 8

20

J 1 A

1

8 X

21

SERVICE HINTS

5

4

1

2

II33

IF14 IF11

B22B18

B18

IB

15ADOME

15ARAD & CIG

JUNCTIONCONNECTOR

4 10

9 3 8

1

1 5 3 8

11

1

7

9

222

PBR V

VPP

BR

V

P V P V

BR

LR

PBR

G–WL–

Y

L–Y

GR

GR

GR

R

ACC IN

GND FL+ FL–

V

PBR

O

L–W

V

L

G–W


WF+ WF– GND

MUTEAMP+WF–WF+

+BREAR WOOFERAMPLIFIERLH

REAR WOOFERSPEAKER LH

FRONT SPEAKERLH

FRONT TWEETER(SPEAKER) LH

STEREO COMPONENT AMPLIFIER STEREO COMPONENT AMPLIFIER

R16F15 F17

S10S11

R15

J 1

2 1

R

10

+B

R

L–Y

R

( EX

.*1

)

GR

( A/T

)

( M/T

)

8

21

( *1)

L–Y

LG

BR

L–Y

B21

2 5 8 7 1 4 3 6

BR

BR

( SH

IELD

ED

)

G–W BR P L O

L–W

BL12

RR

TO PERSONALLIGHT

WL+ WL–AMP+L

MUTEL WR+ WR–

AMP+R

MUTER

( SH

IELD

ED

)

( M/T

)

I11 I10

L–Y

3A10

3D1

3C6

J/BNO. 3

3D3

3A3

J/BNO. 3

170

RADIO AND PLAYER (w/ WOOFER SPEAKER)

171

*1 : USA M/T

I 8

B15

B15

IE4

7

IJ12 IJ13

2 7 5 12 4 11

1514131276511341

1 1 1 1

8 10 9 5 6 7 12 13 14 15

2 2 2 2

AMP+ +B ACC GND MUTE FL+ FR+ S¥GND BEEP RL+ RR+

FR+ FR– RL+ RL– RR+ RR–

V

L–W

O

LG

L

B–R 8

AMP+ +B ACC OUT MUTE FL+ FR+ S¥GND BEEP RL+ RR+

( SH

IELD

ED

)

B W R G Y BR L

( SH

IELD

ED

)

RWP–L

G–

B

LG L B Y R W

LLGLG

L

B Y R W

LLGLLG

BR

ANT+

TOAUTO ANTENNACONTROL RELAY AND MOTOR

RADIO AND PLAYER

FRONT TWEETER(SPEAKER) RH

FRONT SPEAKERRH

REAR SPEAKERLH

REAR SPEAKERRH

STEREO COMPONENT AMPLIFIER

STEREO COMPONENT AMPLIFIER

S14

S11

R 1

F18 F16 R11 R12

I 8P–L

LG

2

1

1

5

3

8

7 9

4

10

+BGND

WF+

WF–

AMP+

MUTE WF+

WF–

BR

L–Y

L–Y

BR

G

W

REAR WOOFER AMPLIFIER RHR24

R25

RE

AR

WO

OF

ER

SP

EA

KE

RR

H

P–L

( SH

IELD

ED

)

172

RADIO AND PLAYER (w/ WOOFER SPEAKER)

S11 STEREO COMPONENT AMPLIFIER10–GROUND : ALWAYS APPROX. 12 VOLTS 9–GROUND : ALWAYS CONTINUITY 1–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON OR ACC POSITION

: PARTS LOCATION


F15 27 R 1 26 R24 27

F16 27 R11 27 R25 27

F18 27 R12 27 S10 27

F18 27 R15 27 S11 27

J 1 26 R16 27 S14 27

: RELAY BLOCKS






3A


3D

( )







: GROUND POINTS



: SPLICE POINTS



I10 34 COWL WIRE B2136 COWL WIRE

I11

34 COWL WIRE

B2236 COWL WIRE

B15 36 FRONT DOOR LH WIRE

SERVICE HINTS

1 5

IE47 IE48

II33

IF14 IF11 IJ12 IJ13

B18 B18 B15 B15

2 6 1 5 2 6 1

3 4 8 9

IB

1 1

1 1

1 12 2

2 2

2 2

3

GR R

R

G–B

P–L

P–L

B–R

P

V LG L B Y R W

LG

P V

LLLGVP

P V LG L

P V LG L B Y R W

BR

BR

FL+ FL– FR+ FR– RL+ RL– RR+ RR–

AMP+ANT++BACC


42

21

15ARAD & CIG

15ADOME

TOAUTO ANTENNACONTROL RELAY AND MOTOR

RADIO AND PLAYER

FRONTSPEAKER LH

FRONTSPEAKER RH

REARSPEAKER LH

REARSPEAKER RH

FRONT TWEETER(SPEAKER) LH

FRONT TWEETER(SPEAKER) RH

L–Y

RADIO AND PLAYERR 3

R 2

R12R11F18F17

F16F15

GR

GR

GR

21

8

( EX

.*1

)

( *1)

JUN

CT

ION

CO

NN

EC

TOR

J1

*1 : (1) CANADA(2) USA (A/T)(3) USA (M/T) WITH CRUISE CONTROL,

ABS, OR POWER WINDOW

GND

7

3D3

3A3

J/BNO. 3

3C6

3D1

J/BNO. 3

174

RADIO AND PLAYER (w/o WOOFER SPEAKER)

175

R 2 RADIO AND PLAYER4–GROUND : ALWAYS APPROX. 12 VOLTS3–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON OR ACC POSITION7–GROUND : ALWAYS CONTINUITY

: PARTS LOCATION


F15 27 F18 27 R 3 26

F16 27 J 1 26 R11 27

F17 27 R 2 26 R12 27

: RELAY BLOCKS






3A


3D

( )







: GROUND POINTS



: SPLICE POINTS


B15 36 FRONT DOOR RH WIRE B18 36 FRONT DOOR RH WIRE

1 2

1 2

8

21

1 2 3 4

5 6 7 8 9

1 2

3 X 6 1

2

F15, F16 F17, F18 J 1 R 2

R11, R12R 3

GRAY

X

SERVICE HINTS

1 5 5

II33

II218

A B C C A A A

A B C C A

EA

BM15

EA311

EC11

IE11

EA34 ID21

I 4

2 4 1

1 2 2

4 6 5 6 10 13 12

12477

15ADOME

7. 5AGAUGE

7. 5AECU–B

R–L R

W–R

RR W

–R

V–W G–B

G–Y

B–O

R–L

OIL

LEV

EL

CH

AR

GE

DO

OR

AIR

BA

G


TUR

N

RHLH

R–W R–Y

W–BY

R–Y

R–Y

FR

OM

IGN

ITIO

NS

W”

IG2”

FR

OM

PC

ME

( EN

GIN

EA

ND

EC

TE

CU

( A/T

)E

NG

INE

EC

U( M

/T))

AB

SE

CU

CR

UIS

EC

ON

TR

OL

EC

UP

OW

ER

STE

ER

ING

EC

U

FROMHAZARD SWTURN SIGNAL SW

W–B

W–B

RR

RR

YY

R–Y

W–B

TO

ALT

ER

NA

TO

R”

L”

TO

CE

NT

ER

AIR

BA

GS

EN

SO

RA

SS

EM

BLY

TO

DLC

( CH

EC

KC

ON

NE

CT

OR

)

TO

DO

OR

CO

UR

TES

YS

W

ENGINE OILLEVEL SENSOR

COMBINATION METER

E10

IC


J 3

C3

I 5

V–W

R–L

R–L

13

1

(*2, *3, *4)

W–B

1

ID

A6

BR

BR

V

V–W

V–W

V

(3S

–GTE

)

L–W

( CA

NA

DA

)

( US

A)

JUNCTIONCONNECTOR

J 1

OIL LEVELDELAYCIRCUIT

(3S–GTE)

(*2, *3, *4)

( EX

.*2

*3*4

)

VO

LT( 5

S–F

E)

2

1

OIL

LEV

EL

OIL

TE

MP

.

B5

RF

RF

OG

FR

OM

FO

GLI

GH

TR

ELA

Y

AC10 , C11C D, C12 , C13B

EC12

R–W

SPEED

3A9

3D

9J/BNO. 3

3C2

3D1

J/BNO. 3

3D2

3C10

J/BNO. 3

176

COMBINATION METER

ID

II25 IK29

IE112

EA15

II216

IE33

EA111

I 4

1

B A A

C C C C AA

HIG

HB

EA

M

CO

OLI

NG

FA

N

BR

AK

E

FU

EL

GA

UG

E

FU

EL

TU

RB

OM

ET

ER

SE

CU

RIT

Y

10 11 5

3 6813910

STCHECKRELAY

3

1 2

R–L

R–

L

R YY

FR

OM

HE

AD

LIG

HT

S

FR

OM

IGN

ITIO

NS

W”

ST

2” FR

OM

TH

EF

TD

ET

ER

RE

NT

EC

U

L–W

R–B Y

–R

Y–L BR

L–B

L–B

L–B

L–W

L–W

R–B

BR

BR

BR

TO

CO

OLI

NG

FA

NE

CU

TO

TU

RB

OP

RE

SS

UR

ES

EN

SO

R

PA

RK

ING

BR

AK

ES

W

FUEL SENDER

P1

F 5

( 3S

–GT

E)

( 3S

–G

TE

)

( 3S

–GT

E)

(3S–GTE)

R–W ( *2)

I 9 I 9 I 4

II413

R–B R–BR–B

R–B

R–B

R–B

R–

B

R–B

R–B

R–B

(*1,

*3,

*4)

(* 2, *3, *4)

( *1,

*3,

*4)

(* 1, *3, *4)

( *2)

( *2)

TO

CR

UIS

EC

ON

TR

OL

EC

U

FR

OM

RE

TR

AC

TC

ON

TR

OL

RE

LAY

TO

AB

SE

CU

A1

B2

B1

IE3

6

EA1

10V

V–W

V V VV

V–WSHORT CONNECTOR

BS12 , S13A

(3S–GTE)

B 7

B11

BE BF

1

1

R–

B

R–

W

W–B

W–B

W–

B

W–B

R–W

R–B

2

2

W–BR–B

BRAKE FLUIDLEVEL SW

B 5

BRAKE FLUIDLEVEL SW

B 5

( US

A,

3S–G

TE

)

(USA, 3S–GTE)

( *2)

(* 2)

( *1)

R–W

(*2)

TO

RE

TR

AC

TC

ON

TR

OL

RE

LA

Y( E

X.

*2*3

*4)

(EX. *2 *3 *4)

COMBINATION METERAC10 , C11C D, C12 , C13B

3B3

3B13B2

J/B NO. 3

177

*1 : USA*2 : CANADA*3 : A/T *4 : WITH ABS, CRUISE CONTROL POWER WINDOW OR WOOFER SPEAKER

A B B B C C B C B

IE113

EA35

IE118

EA36 EA33

IE17 IE117

EA37

II48 IE115

EA

14

3 1 2 3 7 11 4 12 8

TAC

HO

WA

TER

TE

MP

.

OIL

SE

AT

BE

LT

O/D

OFF

PO

WE

RS

TE

ER

ING

CR

UIS

E

CH

EC

KE

NG

INE

B

Y–G

W–B

Y–B

BR

–R

LG LG G–R

G–W

B

Y–G

W–B

Y–B

LG G–W

Y–G

B

Y–B

W–B

W–B

TO

SE

AT

BE

LTW

AR

NIN

GR

ELA

Y

TOO

/DM

AIN

SW

TO

PO

WE

RS

TE

ER

ING

EC

U

TO

CR

UIS

EC

ON

TRO

LE

CU

TOP

CM

E( E

NG

INE

EC

U)

OILPRESSURESW

WATERTEMP.SENDER

IGNITERI 3

W 1O 3

COMBINATION METER

C10 , C11 , C12 , C13C A B D

(5S

–FE

)( A

/T)

1

2

EB17

1

3

3V BR

B–Y

B–Y

BR

7. 5AECU–IG

SI

IG+


VSPG(SPEED SENSOR)

S 1

2

2

SE

178

COMBINATION METER

A D D D D D D

B A D

BM213 BM212 BM26 BM211 BM24 BM25

EA313

IC

G–

O

R–

B

W–B

LG–R

LG R–W P–B

R–B

L–Y

G

LG–R

LG R–W P–B

R–B

L–Y

L–Y

R–B

P–B

R–WLG

LG–R

AB

S

ME

TE

RIL

LUM

INA

TIO

N

8 6 5 4 3 2 1

79 9

L 2 D N R P

TO

AB

SE

CU

TO

RH

EO

ST

AT

W–B

W–B

FROM A/T INDICATOR SWPNS (NEUTRAL START SW)(A/T)

COMBINATION METER

C10 , C11 , C12 , C13C A B D

1


( A/T

)

J 3

G

G

( EX

.*2

*3*4

)

( *1,

* 3,

* 4)

3

1 JUN

CTI

ON

CO

NN

EC

TO

R

J2

II43

R–B

EA1

1

BM2

8

BM1

3

ID

BR

BRBRBR

8

3

G–W

G–W

(* 2)

FROM TAILLIGHT RELAY (USA)FROM PANEL RELAY (CANADA)

JUN

CTI

ON

CO

NN

EC

TOR

J2

(M/T) (A/T)

EA111 EA112 EA19 EA113 EA114

D8

G

( A/T

)FR

OM

TA

ILLI

GH

TR

ELA

Y

3D12

J/BNO. 3

179

*1 : USA*2 : CANADA*3 : A/T *4 : WITH ABS, CRUISE CONTROL POWER WINDOW OR WOOFER SPEAKER

180

COMBINATION METER

B 5 BRAKE FLUID LEVEL SW1–2 : CLOSED WITH FLOAT DOWN

C10(C), C11(A), C12(B) COMBINATION METER(C)6, (C) 5–GROUND : ALWAYS APPROX. 12 VOLTS(A) 4–GROUND : APPROX. 12 VOLTS WITH IGNITION SW AT ON POSITION(A)1, (B)2, (A) 6–GROUND : ALWAYS CONTINUITY

C13 (D) COMBINATION METER (5S–FE A/T)(D) 1–GROUND : ALWAYS CONTINUITY

O 3 OIL PRESSURE SW1–GROUND : CLOSED WITH OIL PRESSURE BELOW 0.2 KG/CM2 (2.84 PSI, 19.61 KPA)

P 1 PARKING BRAKE SW1–GROUND : CLOSED WITH PARKING BRAKE LEVER PULLED UP

W 1 WATER TEMP. SENDER1–GROUND : APPROX. 198.5 AT 50°C (122°F)

: APPROX. 29.7 AT 105°C (221°F)

: PARTS LOCATION


B 5 27I 3

24 (5S–FE) P 1 26

C10 C 26I 3

25 (3S–GTE) S 1 24 (5S–FE), 25 (3S–GTE)

C11 A 26 J 1 26 S12 A 26

C12 B 26 J 2 26 S13 B 26

C13 D 26 (5S–FE) J 3 26 W 1 24 (5S–FE), 25 (3S–GTE)

E10 25 (3S–GTE)O 3

24 (5S–FE)

F 5 26O 3

25 (3S–GTE)

: RELAY BLOCKS




5 21 R/B NO. 5 (FRONT LUGGAGE COMPARTMENT LEFT)



3A



3D



EA128 (5S–FE)

ENGINE ROOM MAIN WIRE AND ENGINE WIRE (REAR LUGGAGE COMPARTMENT LEFT)EA130 (3S–GTE)

ENGINE ROOM MAIN WIRE AND ENGINE WIRE (REAR LUGGAGE COMPARTMENT LEFT)

EA328 (5S–FE)



EB1 28ENGINE WIRE AND R/B NO 2 (R/B NO 2 INNER)

EC1 30 (3S–GTE)ENGINE WIRE AND R/B NO. 2 (R/B NO. 2 INNER)

ID2 32 COWL WIRE AND COWL WIRE (BEHIND COMBINATION METER)







BM136 COWL WIRE AND ENGINE ROOM MAIN WIRE (ROOM PARTITION BOARD LEFT)

BM236 COWL WIRE AND ENGINE ROOM MAIN WIRE (ROOM PARTITION BOARD LEFT)

SERVICE HINTS

181

: GROUND POINTS


EA28 (5S–FE)


INTAKE MANIFOLD





: SPLICE POINTS


I 4 B 736 LUGGAGE ROOM WIRE

I 5 34 COWL WIRE B1136 LUGGAGE ROOM WIRE

I 9

182

RADIATOR FAN AND AIR CONDITIONER

1. COOLING FAN OPERATIONWHEN THE IGNITION SW IS TURNED ON, THE CURRENT FROM AM2 FUSE FLOWS TO TERMINAL 1 OF FAN MAIN RELAY →TERMINAL 3 → GROUND, CAUSING THE FAN MAIN RELAY OF EACH FAN TO TURN ON.

AT THAT TIME, THE CURRENT FROM AM2 FUSE FLOWS TO FAN RELAY NO. 1 AND NO. 2, AND FLOWS FROM TERMINAL 2 OF FANRELAY NO. 1 AND NO. 2 → TERMINAL 1 → TERMINAL 2 OF A/C HIGH SINGLE PRESSURE SW → TERMINAL 1 → TERMINAL 8 OF A/CAMPLIFIER. AT THE SAME TIME, THE CURRENT FROM GAUGE FUSE FLOWS TO TERMINAL 7 OF A/C AMPLIFIER → TERMINAL 1 →TERMINAL 1 OF FAN RELAY NO. 3 → TERMINAL 2 → GROUND, CAUSING THE FAN RELAY NO. 3 TO TURN ON.

* OPERATION AT LOW SPEED

WHEN THE IGNITION SW IS TURNED ON, THE FAN MAIN RELAY AND FAN RELAY NO. 1, NO. 2 AND NO. 3 TURN ON, THE CURRENTFLOWS FROM ALT FUSE FLOWS TO TERMINAL 5 OF FAN MAIN RELAY → TERMINAL 4 → CDS FAN FUSE → TERMINAL 2 OF A/CCONDENSER FAN MOTOR → TERMINAL 1 → TERMINAL 3 OF FAN RELAY NO. 2 → TERMINAL 5 → TERMINAL 5 OF FAN RELAY NO. 3→ TERMINAL 3 → TERMINAL 2 OF RADIATOR FAN MOTOR → TERMINAL 1 → GROUND, FLOWING TO EACH FAN MOTOR IN SERIES,CAUSING THE FAN TO ROTATE AT LOW SPEED.

* OPERATION AT HIGH SPEED

DURING A/C OPERATION, WHEN THE PRESSURE OF A/C COMPRESSOR BECOMES HIGHER THAN NORMAL PRESSURE (MORETHAN 1402 KPA 14.3 KG/CM2 203 PSI), THE A/C SINGLE PRESSURE SW TURNS OFF.

AS A RESULT, FAN RELAY NO. 1 AND NO. 2 TURNS OFF AND THE CURRENT FLOWS FROM ALT FUSE TO TERMINAL 5 OF FAN MAINRELAY → TERMINAL 4 → CDS FAN FUSE → TERMINAL 2 OF A/C CONDENSER FAN MOTOR → TERMINAL 1 → TERMINAL 3 OF FANRELAY NO. 2 → TERMINAL 4 → GROUND, AT THE SAME TIME FROM TERMINAL 4 OF FAN MAIN RELAY TO RDI FAN FUSE →TERMINAL 4 OF FAN RELAY NO. 1 → TERMINAL 3 → TERMINAL 2 OF RADIATOR FAN MOTOR → TERMINAL 1 → GROUND, FLOWINGTO EACH FAN MOTOR IN PARALLEL CAUSING THE FAN TO ROTATE AT HIGH SPEED.

NOTE THAT, EVEN IF THE ENGINE COOLANT TEMPERATURE RISES ABOVE 90°C (194°F), THE WATER TEMP. SW (FOR RADIATORFAN) TURNS OFF A SIGNAL IS SENT TO TERMINAL 9 OF A/C AMPLIFIER. BECAUSE CURRENT FLOW FROM TERMINAL 8 OF A/CAMPLIFIER TO TERMINAL 6 IS SHUT OFF, THE CIRCUIT BETWEEN THE A/C SINGLE PRESSURE SW AND GROUND IS DEACTIVATED,SO THE SAME OPERATION CONTINUES.

2. HEATER BLOWER MOTOR OPERATIONCURRENT IS APPLIED AT ALL TIMES THROUGH THE HTR FUSE TO TERMINAL 5 OF HEATER RELAY.

WHEN THE IGNITION SW IS TURNED TO ON, CURRENT FLOWS THROUGH GAUGE FUSE TO TERMINAL 1 OF HEATER RELAY →TERMINAL 3 → TERMINAL 10 OF AIR VENT MODE CONTROL SERVO MOTOR → TERMINAL 11 → TERMINAL (A) 4 AND (A) 5 OF A/CCONTROL ASSEMBLY.

* LOW SPEED OPERATION

WHEN THE BLOWER SW (A/C CONTROL ASSEMBLY) IS MOVED TO LOW POSITION, THE CURRENT FLOWS TO TERMINAL (A) 4 AND(A) 5 OF A/C CONTROL ASSEMBLY → TERMINAL (A) 6 OF A/C CONTROL ASSEMBLY → GROUND AND TURNES THE HEATER RELAYON.

THIS CAUSES THE CURRENT FLOWING FROM THE HTR FUSE TO TERMINAL 5 OF THE HEATER RELAY TO FLOW TO TERMINAL 4 OFHEATER RELAY → TERMINAL 1 OF BLOWER MOTOR → TERMINAL 2 → TERMINAL 1 OF BLOWER RESISTOR → TERMINAL 4 →GROUND, CAUSING THE BLOWER MOTOR TO ROTATE AT LOW SPEED.

* HIGH SPEED OPERATION

WHEN THE BLOWER SW (A/C CONTROL ASSEMBLY) IS MOVED TO HI POSITION, THE CURRENT FLOWS TO TERMINAL (A) 4 AND (A)5 OF A/C CONTROL ASSEMBLY → TERMINAL (A) 6 OF A/C CONTROL ASSEMBLY → GROUND AND TURNS THE HEATER RELAY ON.

THIS CAUSES THE CURRENT FLOWING FROM THE HTR FUSE TO TERMINAL 5 OF THE HEATER RELAY TO FLOW TO TERMINAL 4 OFHEATER RELAY → TERMINAL 1 OF BLOWER MOTOR → TERMINAL 2 → TERMINAL (A) 3 OF A/C CONTROL ASSEMBLY → TERMINAL(A) 6 → GROUND, CAUSING THE BLOWER MOTOR TO ROTATE AT HIGH SPEED.

* MIDIUM SPEED OPERATION (OPERATION AT M1, M2)

WHEN THE BLOWER SW (A/C CONTROL ASSEMBLY) IS MOVED TO M1 POSITION, THE CURRENT FLOWS TO TERMINAL (A) 4 AND (A)5 OF A/C CONTROL ASSEMBLY → TERMINAL (A) 6 OF A/C CONTROL ASSEMBLY → GROUND AND TURNS THE HEATER RELAY ON.

THIS CAUSES THE CURRENT FLOWING FROM THE HTR FUSE TO TERMINAL 5 OF THE HEATER RELAY TO FLOW TO TERMINAL 4 OFHEATER RELAY → TERMINAL 1 OF BLOWER MOTOR → TERMINAL 2 → TERMINAL 1 OF BLOWER RESISTOR → TERMINAL 2 →TERMINAL (A) 1 OF A/C CONTROL ASSEMBLY → TERMINAL (A) 6 → GROUND, CAUSING THE BLOWER MOTOR TO ROTATE ATMEDIUM LOW SPEED.

WHEN THE BLOWER SW (A/C CONTROL ASSEMBLY) IS MOVED TO M2 POSITION, CURRENT FLOWS FROM TERMINAL 5 OF HEATERRELAY → TERMINAL 1 OF BLOWER RESISTOR → TERMINAL 3 → TERMINAL (A) 2 OF BLOWER SW (A/C CONTROL ASSEMBLY) →TERMINAL (A) 6 → GROUND.

THIS CURRENT FLOW FROM BLOWER MOTOR TO GROUND IS GREATER THAN AT M1 POSITION, SO THE BLOWER MOTOR ROTATESAT MEDIUM HIGH SPEED.

SYSTEM OUTLINE

183

3. OPERATION OF AIR INLET SERVO MOTOR∗ SWITCHING FROM FRESH TO RECIRC

WITH THE IGNITION SW TURNED ON, THE CURRENT FLOWS FROM GAUGE FUSE TO TERMINAL 1 OF AIR INLET SERVO MOTOR.

WHEN THE RECIRC/FRESH SW IS SWITCHED TO THE RECIRC SIDE, THE CURRENT FLOWS FROM TERMINAL 4 OF AIR INLET SERVOMOTOR → TERMINAL 3 → TERMINAL (C) 1 OF A/C CONTROL ASSEMBLY → TERMINAL (C) 15 → GROUND, THE MOTOR ROTATESAND THE DAMPER MOVES TO THE RECIRC SIDE.

WHEN IT IS IN THE RECIRC POSITION, THE CURRENT IS CUT INSIDE THE SERVO MOTOR AND THE DAMPER STOPS AT THATPOSITION.

∗ SWITCHING FROM RECIRC TO FRESH

WITH IGNITION SW ON, WHEN THE RECIRC/FRESH SW IS SWITCHED TO THE FRESH SIDE, THE CURRENT FLOWS FROM TERMINAL4 OF AIR INLET SERVO MOTOR → TERMINAL 1 → TERMINAL (C) 9 OF A/C CONTROL ASSEMBLY → TERMINAL (C) 15 → GROUND,THE MOTOR ROTATES AND THE DAMPER MOVES TO THE FRESH SIDE.

WHEN IT IS IN THE FRESH POSITION, THE CURRENT IS CUT INSIDE THE SERVO MOTOR AND THE DAMPER STOPS AT THATPOSITION.

4. OPERATION OF AIR VENT MODE CONTROL SERVO MOTORWITH IGNITION SW TURNED ON, THE CURRENT FLOWS FROM GAUGE FUSE TO TERMINAL 6 OF AIR VENT MODE CONTROL SERVOMOTOR → TERMINAL 7 → GROUND, AND THE DAMPER MOVES TO THE POSITION OF THE MODE SELECTION SW OF THE CONTROLASSEMBLY SW.

WHEN THE MODE SELECTION SW OF A/C CONTROL ASSEMBLY IS MOVED TO DEF POSITION WITH THE DAMPER IN THE FACEPOSITION, THE CURRENT FLOWS FROM TERMINAL 5 OF AIR VENT MODE CONTROL SERVO MOTOR TO TERMINAL (C) 14 OF A/CCONTROL ASSEMBLY → TERMINAL (C) 15 → GROUND.

AS A RESULT, THE SERVO MOTOR OPERATES UNIT THE DAMPER REACHES DEF POSITION.

FOOT/DEF POSITION: THE CURRENT FLOWS FROM TERMINAL 4 OF SERVO MOTOR TO TERMINAL (C) 5 OF A/C CONTROLASSEMBLY.

FOOT POSITION: THE CURRENT FLOWS FROM TERMINAL 3 OF SERVO MOTOR TO TERMINAL (C) 4 OF A/C CONTROL ASSEMBLY.

BI–LEVEL POSITION: THE CURRENT FLOWS FROM TERMINAL 2 OF SERVO MOTOR TO TERMINAL (C) 13 OF CONTROL ASSEMBLY.

5. AIR CONDITIONER OPERATIONTHE A/C AMPLIFIER RECEIVES VARIOUS SIGNALS, THE ENGINE SPEED SIGNAL FROM THE IGNITER, OUTLET TEMPERATURESIGNAL FROM THE A/C THERMISTOR AND CURRENT TEMPARATURE FROM THE WATER TEMP. SW, ETC.

WHEN THE ENGINE IS STARTED AND THE A/C SW (A/C CONTROL ASSEMBLY) IS TURNED ON, THE CURRENT FLOWS FROM A/CFUSE TO TERMINAL (B) 5 OF A/C CONTROL ASSEMBLY → TERMINAL (B) 6 → TERMINAL 11 OF A/C AMPLIFIER.

AT THIS TIME, THE A/C AMPLIFIER IS ACTIVATED AND CURRENT APPLIED FROM A/C FUSE TO TERMINAL 1 OF A/C MAGNETICCLUTCH RELAY FLOWS FROM TERMINAL 3 OF A/C MAGNETIC CLUTCH RELAY → TERMINAL 15 OF A/C AMPLIFIER → TERMINAL 6 →GROUND. THIS CAUSES THE A/C MAGNETIC CLUTCH RELAY TO TURN ON, SO CURRENT APPLIED TO TERMINAL 2 OF A/CMAGNETIC CLUTCH RELAY FLOWS FROM TERMINAL 4 OF A/C MAGNETIC CLUTCH RELAY → TERMINAL 1 OF A/C MAGNETICCLUTCH → GROUND, CAUSING THE A/C COMPRESSOR TO OPERATE.

WITH THE ACTIVATION OF A/C AMPLIFIER, CURRENT APPLIED FROM A/C FUSE TO TERMINAL 2 OF VSV (FOR A/C IDLE–UP) FLOWSFROM TERMINAL 1 OF VSV (FOR A/C IDLE–UP) → TERMINAL 14 OF A/C AMPLIFIER → TERMINAL 6 → GROUND, AND TURNS ON THEVSV TO AVOID LOWERING THE ENGINE SPEED DURING AIR CONDITIONER OPERATION.

WHEN ANY OF THE FOLLOWING SIGNALS ARE INPUT TO THE A/C AMPLIFIER, THE AMPLIFIER OPERATES TO TURN OFF THE AIRCONDITIONER.

∗ THE ENGINE SPEED DECREASES. (3S–GTE)

∗ COOLANT TEMP. SIGNAL IS HIGH.

∗ A SIGNAL THAT THE TEMPERATURE AT THE AIR OUTLET IS LOW.

∗ A SIGNAL THAT THE REFRIGERANT PRESSURE IS ABNORMALLY HIGH OR LOW.

10 9AM2 IG2

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187

* 1 : (1) CANADA(2) USA (A/T)(3) USA (M/T) WITH CRUISE CONTROL, ABS, POWER WINDOW OR WOOFER SPEAKER

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188


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189

* 1 : (1) CANADA(2) USA (A/T)(3) USA (M/T) WITH CRUISE CONTROL, ABS, POWER WINDOW OR WOOFER SPEAKER

190


A14 A/C THERMISTOR3–4 : APPROX. 4852 AT 0°C (32°F)

APPROX. 2341 AT 15°C (59°F)APPROX. 1500 AT 25°C (77°F)

A13 A/C DUAL PRESSURE SW1–2 : OPEN WITH PRESSURE LESS THAN 206 KPA (30 PSI, 2.1 KG/CM2) OR ABOVE 2648 KPA (384 PSI, 27 KG/CM2)

W 3 WATER TEMP. SW (FOR RADIATOR FAN)1–2 : OPEN ABOVE APPROX. 90°C (194°F)

CLOSED BELOW APPROX. 83°C (184.4°F)B 3 BLOWER RESISTOR

1–3 : APPROX. 0.45 3–2 : APPROX. 0.78 2–4 : APPROX. 0.91

A 9 A/C AMPLIFIER 7–GROUND : APPROX. 12 VOLTS WITH THE IGNITION SW ON 6–GROUND : ALWAYS CONTINUITY18–9 : CONTINUITY WITH WATER TEMP. SW CLOSED [BELOW APPROX. 83°C (181.4°F)] 5–GROUND : APPROX. 12 VOLTS WITH ENGINE RUNNING11–GROUND: APPROX. 12 VOLTS WITH IGNITION SW ON AND A/C SW (A/C CONTROL ASSEMBLY) ON

A17 AIR INLET SERVO MOTOR4–3 : CLOSED WITH AIR INLET DAMPER AT RECIRC POSITION4–1 : CLOSED WITH AIR INLET DAMPER AT FRESH POSITION


A 3 24 (5S–FE), 25 (3S–GTE) A17 26E 6

B 24 (5S–FE)

A 9 26 A18 26E 6

C 24 (5S–FE)

A10 C 26 A25 27 I11 26

A11 A 26 A26 27 J 1 26

A12 B 26 B 2 26 J 3 26

A13 26 B 3 26 R 5 27

A14 26 D 3 26 V 3 24 (5S–FE), 25 (3S–GTE)

A15 26 E 6 A 25 (3S–GTE) W 3 27

: RELAY BLOCKS



5 21 R/B NO. 5 (FRONT LUGGAGE COMPARTMENT LEFT)



3A

3C 22 COWL WIRE AND J/B NO. 3 (BEHIND COMBINATION METER)3D



EA328 (5S–FE)









BM136 ENGINE ROOM MAIN WIRE AND COWL WIRE (ROOM PARTITION BOARD LEFT)


: GROUND POINTS






SERVICE HINTS

191

: SPLICE POINTS


E 328 (5S–FE)

ENGINE ROOM MAIN WIREI11 34 COWL WIRE

E 330 (3S–GTE)

ENGINE ROOM MAIN WIREI17 34 A/C SUB WIRE

I 6 B 336 LUGGAGE ROOM WIRE

I 8 34 COWL WIRE B 436 LUGGAGE ROOM WIRE

I10 B23 36 ENGINE ROOM MAIN WIRE

192

GROUND POINT * 1 : W/ EHPS, W/ FOG LIGHT USA

ABS ACTUATOR

BRAKE FLUID LEVELSW

FRONT LUGGAGECOMPARTMENT DOORCOURTESY SW

POWER STEERINGECU (USA)

POWER STEERINGRELAY (USA)

POWER STEERING PUMPWITH MOTOR (USA)

RETRACT MOTOR LH

FRONT TURN SIGNALAND CLEARANCELIGHT LH

FOG LIGHT LH

FRONT SIDE MARKERLIGHT LH


RADIATOR FAN MOTOR

FRONT SIDE MARKERLIGHT RH

FRONT TURN SIGNALAND CLEARANCELIGHT RH

RETRACT MOTOR RH

FAN RELAY NO. 2

FRONT LUGGAGECOMPARTMENT DOORCOURTESY SW(W/ SEQURITY)

HEATER RELAY

FAN MAIN RELAY

FAN RELAY NO. 3

POWER STEERINGDRIVER

B13

B11

B 7

B12

B12

B11

B 6

B 7

B 5B 4

B 3

B 5

B 6

B 2

B 3

B 5

B 3 5

5

5

5

BF BE

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–

B

W–

BW

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W–

BW

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W–B

W–

B

W–B

W–

B

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(W/O EHPS)

( W/O

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( W/O

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)( W

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(W/ EHPS)

(W/O EHPS)

(W/ EHPS)

(W/O EHPS)

( W/

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PS

)

(W/O EHPS)

(* 1)

( *1)

( *1)

W–

B

(* 1)

(W/O EHPS)

W–B

( *1)

W–B

B 3W–B

B16FOG LIGHT RH

B 3W

–B

W–B

(*1)

(* 1)

W–B

W–B

W–B

W–B

PCME (ENGINE ECU)(M/T)(ENGINE ANDECT ECU)

(A/T)

HO2S(OXYGEN SENSOR)

DLC(CHECK CONNECTOR)(E1)

DLC(CHECK CONNECTOR)(E1)

COMBINATION METER(ET)

ENGINE HOODCOURTESY SW

NOISE FILTER(FOR IGNITIONSYSTEM)

REAR COMBINATIONLIGHT LH

STARTER RELAY

LICENCE PLATE LIGHT

HIGH MOUNT STOPLIGHT

CIRCUIT OPENINGRELAY

COMBINATION METER(ET)

ENGINE HOODCOURTESY SW

NOISE FILTER(FOR IGNITIONSYSTEM)

ENGINE OIL LEVELSENSOR

REAR LUGGAGECOMPARTMENT KEYUNLOCK SW

EA3

3

IE1

7

E15

E10

E23

E11

E16

E18

E23

E17

E23

B28

B28

B25

B28

B23

B26

EA

EFI MAIN RELAY

BG BH

2

2

2

(E01)

(E02)

(E1)

AUTO ANTENNA CONTROLRELAY AND MOTOR

COOLING FAN ECU(FOR ENGINECOMPARTMENT)

BR

BR

BR

BR

BR

BR

W–B W–B W–B

W–B

W–B

W–B

W–B

W–BW–B

W–B

W–B

W–B

W–B

W–B

W–B

BR

BR

BR

W–B

W–B

W–B

W–

BW

–BW

–BW

–B

W–B

W–B

W–B

BR

BR

BR

W–B

W–B

(3S–GTE)

(3S–GTE)

(3S–GTE)

(3S–GTE)

W–B

REAR COMBINATIONLIGHT RH

OXYGEN SENSOR(SUB)

SPEED SENSOR(FOR ECT SYSTEM)

BR

BR

(3S–GTE)

REAR WINDOWDEFOGGER (–)

BI

B

(5S–FE)

IE1

7

EA3

3

W–B

W–B

(5S–FE)

(5S–FE)

W–B

(5S–FE)

W–B

W–B

BN1

3W–B

E16

BR

(3S–GTE)

(A/T)

(5S–FE)

EC1

2

(3S–GTE)

W–B

A/C AMPLIFIER

IGNITION MAINRELAY

(–S)

(E) 2

W–B

EA1

7

IE4

2

IH1

19BR–W W–BB23

W–B

W–B

W–B

W–B

W–B B

W–B

W–B

193

COMBINATION SW

COMBINATION SW (ED)

POWER WINDOW MASTERSW AND DOOR LOCKCONTROL SW LH

DOOR LOCK KEY LOCKAND UNLOCK SW LH

DOOR KEY CYLINDERLIGHT AND OUTSIDEHANDLE SW

REMOTE CONTROLMIRROR SW

CENTER AIRBAGSENSOR ASSEMBLY(E2)

REAR WOOFERAMPLIFIER LH

STEREO COMPONENTAMPLIFIER

DEFOGGER RELAY

TURN SIGNAL FLASHER

IGNITION SW ANDUNLOCK WARNING SW

BUCKLE SW

SEAT BELT WARNINGRELAY

COMBINATION METER(EP)

COMBINATION SW(EL)

CLOCK

THEFT DETERRENTECU

CRUISE CONTROLACTUATOR

RHEOSTAT

FOG LIGHT SW

IGNITION KEYCYLINDER LIGHT

A/C CONTROLASSEMBLY

DOOR LOCK MOTOR LH(W/O THEFT DETERRENT)

DOOR LOCK MOTOR LH(W/ THEFT DETERRENT)

B19

B18

B18

B18

B18

B22

I 2

I 2

I 2

B 9

I11

I10

1

IK1

10

(EX. *1)

IC

IB

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–BW–B

W–B

W–B

BR

BR

136

W–B

W–B

W–B

W–B


J 3

W–B

W–B

W–B

W–B

W–B

W–B

B18

W–B

OUTSIDE HANDLESW

W–B

(EX. *1)

ABS ECU

Y

W–B

W–B

REAR WOOFERAMPLIFIER RH

BR

KEY INTERLOCKSOLENOID

I 3

I11

I11

IH1

19

I10

I18

IH1

8

I17

CIGARETTE LIGHTERW–B

I 9

I10

W–B

W–B

W–B

W–B

W–B

W–B

W–B

BR–W

W–BW–BW–BW–B

W–B

W–B

(*1)

W–B

COMBINATION SW(GND)

O/D MAIN SW

A/T INDICATORLIGHT

A/C CONTROLASSEMBLY

A/C AMPLIFIER

INTERIOR LIGHTCONTROL RELAY

W–B

W–B

W–B

(EX. *1)

I17

W–B

A/C CONTROLASSEMBLY

AIR VENT MODECONTROL SERVO MOTOR

A/C AMPLIFIER

WATER TEMP. SW(FOR RADIATOR FAN)

W–B

W–B

BR

BR

(W/ A/C)

2

(EX. *1)

64

(CANADA)(USA)

4

BLOWER RESISTOR

I 6

(CANADA)(USA)

W–B

(*2)

RADIO AND PLAYER

W–B

W–B

IH1

16

II2

1

IH1

4W–B YW–B

W–B

W–B

(W/O A/C)

W

IF110

BR

(*3)

(*1)

3D

11

3C

11

3C

10

3B

9

3B

8

3B

7

3A

7

3A

6

3D

12

3D

10

J/BNO. 3

194

GROUND POINT

CRUISE CONTROLCLUTCH SW

DOOR LOCK ECU

COMBINATION SW

AIR VENT MODECONTROL SERVO MOTOR

A/C CONTROLASSEMBLY

RHEOSTAT

CLOCK

POWER MAIN RELAY

FUEL PUMP

DOOR KEY CYLINDERLIGHT AND OUTSIDEHANDLE SW

DOOR LOCK KEY LOCKAND UNLOCK SW RH

DOOR LOCK MOTOR RH

CENTER AIRBAGSENSOR ASSEMBLY(E1)

COMBINATION METER(ES)

FUEL SENDER

DOOR LOCK MOTOR RH(W/O THEFT DETERRENT)

DOOR LOCK CONTROL SWRH

I10

B15

B15

B15

I 4

B15

IJ1

10

I11

ID

4

6

7

15

16

17

18

19W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

W–B

BRBR

W–BW–B

W–B

W–B

W–B

W–B

W–B

BR

W–B

W–B

JUN

CT

ION

CO

NN

EC

TOR

J1

(*1)

(*1)

(W/O THEFT DETERRENT)

(W/ THEFT DETERRENT)

(W/ THEFT DETERRENT)

SHIFT LOCK ECUW–B

EA1

11

IE3

2

BM1

4

I 8

CRUISE CONTROL ECUI 5

STARTER RELAY

W–B W–B

W–B

W–B

W–B

W–B

W–B

W–B W–B

W–B W–B

W–B

W–B

5(A/T) (M/T)

(EX. *1)(USA)

(* 1)

14

W–B W–B

(USA)

(CANADA)

I10VSPG(SPEED SENSOR) BM1

3

BM2

8

EA1

1 BRBRBR

W–B

(A/T) (M/T)

(M/T)

(A/T)

(*1)

BR

(CANADA)

(*1)

(*1)

(*1)

195

*1 : (1) CANADA(2) USA (A/T)(3) USA (M/T) WITH ABS, CRUISE CONTROL, POWER WINDOW OR WOOFER SPEAKER

*2 : W/ WOOFER SPEAKER*3 : W/O WOOFER SPEAKER

196

GROUND POINT

: PARTS LOCATION


J 1 26 J 3 26

: RELAY BLOCKS







3A



3D



EA128 (5S–FE)

ENGINE WIRE AND ENGINE ROOM MAIN WIRE (REAR LUGGAGE COMPARTMENT LEFT)EA130 (3S–GTE)

ENGINE WIRE AND ENGINE ROOM MAIN WIRE (REAR LUGGAGE COMPARTMENT LEFT)

EA328 (5S–FE)



EC1 28 (3S–GTE) ENGINE NO. 4 WIRE AND ENGINE WIRE (NEAR THE INTAKE MANIFOLD)










BN1 36 ROOF NO.3 WIRE AND ENGINE ROOM MAIN WIRE (ROOM PARTITION BOARD LEFT)

: GROUND POINTS


EA28 (5S–FE)


INTAKE MANIFOLD







BH 36 UNDER THE RIGHT REAR PILLAR


197

: SPLICE POINTS


E 7 B 2

E10 B 3

E11 28 (5S–FE) B 436 LUGGAGE ROOM WIRE

E15

28 (5S FE)


E16 ENGINE WIRE B 6

E17

ENGINE WIRE

B 7

E1830 (3S GTE)

B 9 36 FLOOR WIRE

E2130 (3S–GTE)

B11

E23 B12 36 LUGGAGE ROOM WIRE

I 2 B13

36 LUGGAGE ROOM WIRE


I 4 B16 36 LUGGAGE ROOM WIRE

I 5 B1836 FRONT DOOR LH WIRE

I 6 34 COWL WIRE B1936 FRONT DOOR LH WIRE

I 8

34 COWL WIRE

B22 36 COWL WIRE

I 9 B23

I10 B25

I11 B26 36 ENGINE ROOM MAIN WIRE

I17 34 A/C SUB WIRE B27

I18 34 COWL WIRE B28

foreword - international mr2 owners club diagrams/1993 mr2 wiring diagram.pdf · foreword this...

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